







Class T 

Book . -- 

Copyright N°___ 


COPYRIGHT DEPOSIT. 















EVERYTHING 
BEHIND THE ENGINE 


FOR 

CONDUCTORS 
• and BRAKEMEN 


BY 

FRED McARDLE 


A COMPLETE TREATISE ON THE DUTIES Ol 
CONDUCTORS AND BRAKEMEN, OUESTIONS 
AND ANSWERS ON TRAIN RULES AND 
TRAIN ORDERS, STANDARD SIGNALS, 
BLOCK SIGNAL RULES, TRAIN HEAT¬ 
ING, AIR BRAKE INSTRUCTIONS, 
OUESTIONS AND ANSWERS 
ON AIR BRAKE OPERATION 
(CAR EQUIPMENT). 


n «> i 

> . 5 

<UNION( gf)LABI 


EDITED AND PUBLISHED 

By FRED McARDLE 

CHICAGO, I9IO 











Copyrighted 1910 

BY 

FRED McARDLE 



© Cl. A 2 5 « S S 6 


PREFACE 


The subject matter contained in “EVERY-THING 
BEHIND THE ENGINE,” was prepared expressly 
for Conductors and Brakemen, with a view of assist¬ 
ing them to become better qualified to fulfill their re¬ 
spective positions. Each subject is explained in plain, 
comprehensive language and can be easily understood 
by the inexperienced as well as by the experienced 
Trainmen, the instructions being confined strictly to 
train service. It is unlike all other books of this class, 
and is the only instruction book published that is de¬ 
voted exclusively to the betterment of train employes. 
The instructions consist of a complete treatise on the 
duties of trainmen, examination questions and an¬ 
swers on Train Rules and Train Orders, Air Brake 
Instruction, examination questions and answers on 
the operation and care of Air Brakes while in service. 

Changing conditions on railroads will, in the near 
future, demand a more thorough examination of train 
employes on train rules and the care of air brakes 
while in service, so far as they pertain to car equip¬ 
ment. 

A knowledge of air brake appliances attached to 
the engine is a valuable asset to a trainman, but he 



should first become familiar with the operation and 
parts of the equipment that he comes in contact with 
in his daily occupation. Trainmen who are prepar¬ 
ing themselves for examination or promotion will, by 
a careful study of each subject, including the ques¬ 
tions and answers on train rules, train orders and air 
brake equipment, be greatly benefited and will be bet¬ 
ter qualified to fill an,advanced position. 

The Author has aimed to explain each subject in 
a plain and comprehensive manner, in order that they 
may be understood by the beginners as well as by 
those more advanced in the service. 


Fred McArdle. 


Contents 


PART L 

Instructions to Trainmen. 7-1 9 

Passenger Brakemen. 20-27 

Train Heating. 28-31 

Duties of Conductors. 32-49 

Freight Conductors. 33-43 

Passenger Conductors .. 43-49 

Definitions of Signals. 50-60 

Telegraph Block Signals. 61-68 

Standard Signals. 69-93 

Examination Questions and Answers—Train Op¬ 
eration . 95-126 

PART II. 

Air Brake Instructions. 127-157 

Westinghouse Quick Acting Triple Valves. 158-191 

Westinghouse Train Air Signal system. 192-199 

Combined Freight Car Cylinder and Reservoir... 200-203 

Automatic Slack Adjuster. 204-208 

Pressure Retaining Valves. 209-215 

Westinghouse High Speed Brake. 217-226 

New York Quick Acting Triple Valve. 227-244 

High Speed Brake Compensating Valve.. . . 245-250 

Train Air Signal system. 251-256 

Air Brake Examination Questions and Answers. 257-310 
Examination Questions—Block and Interlocking 

Rules. 311-321 

Train Order—Examination Questions. 322-332 



























INSTRUCTIONS TO TRAINMEN. 


PART I. 

Brakemen as a rule aim to attain a higher position, 
namely, that of conductor, and they should bear in 
mind that their deportment, qualifications and atten¬ 
tiveness to business is the governing medium for ad¬ 
vancement. They must consider themselves on duty 
at all times, except when they have permission from 
the trainmaster or his representative to be absent, 
and must be ready to answer a call at any hour of the 
day or night. They should report for duty not less 
than thirty minutes before the schedule leaving time 
of the train, in order that all necessary preparations 
for the trip may be completed and the train ready to 
leave on schedule time. 

Reading Bulletins. Trainmen after being called 
will first report at the yard office and read carefully 
all bulletins and special instructions relating to train 
movements and all other notices issued for the guid¬ 
ance of train employes. 

Bulletin Boards. Bulletin boards or bulletin books 
are placed at points designated by time table or by 
special instructions. Special instructions, new rules 
and general orders issued for the guidance and infor¬ 
mation of employes in the operating department are 
posted on bulletin boards or written in bulletin books. 

Rear Brakeman. The first duty of the rear brake- 
will be to ascertain if all necessary supplies for 

7 


man 



8 


INSTRUCTIONS TO TRAINMEN. 


the caboose have been secured and that they are in 
readiness for the trip. If at night, he will see that all 
signal lights are burning and are placed in their re¬ 
spective positions and that the tail lights or markers 
show red lens to the rear and green to the front and 
sides. The proper figures and letters must also be 
sho'Nvn in front and back of the cupola indicator. If 
by day, he must see that the caboose markers are in 
their proper positions. 

He should then inspect all couplings and air brake 
connections and see that all car doors are closed and 
fastened, that the rear angle cock of the train is closed 
and all other angle cocks opened, that the retaining 
valves are in their normal (perpendicular) position, 
and that all hand brakes are released. 

Head Brakeman. If assigned as head brakeman, 
his duties would be to assist the rear brakeman in 
making the train inspection, and in freight service 
to pilot the engine from the enginehouse track, couple 
the engine to the train, make the air brake hose con¬ 
nections, look over the train while the brake system 
is being charged, and repair or report to the inspector 
all leaks found in the brake pipe or connections which 
may be caused by defective hose, gaskets or unions. 

Brakemen’s Stations. Freight Brakemen will sta¬ 
tion themselves on top of the train at such points on 
the line as are prescribed by the rules, and will ex¬ 
change signals between the head and rear ends of train 
at all stations. 

Book of Rules. Employes are furnished with a 
book of rules of the operating department in order 
that they may become conversant with the rules of 
the company and the manner in which they should be 


INSTRUCTIONS TO TRAINMEN. 


9 


observed. A careful study of these rules should be 
made, which will be the means of avoiding discussions 
and misinterpretations of the rules. 

Watch Inspection. Every employe should be pro¬ 
vided with a standard watch, which must be inspected 
by the company’s official watch inspector at such times 
as the rules of the company may require. 

Precautions. The starting signal should never be 
given until the trainmen and conductor first know 
that the train is intact and that there are no hot boxes 
or other defects which might make it necessary to 
stop the train between stations or before reaching the 
next stopping point. 

Passing Curves. Trainmen should pay special at¬ 
tention to their train when passing around curves, 
which will enable them to detect hot boxes, broken 
sand boards or hangers, brake rods dragging, and 
other defects by closely watching the train on the in¬ 
side of the curve. 

Hot Boxes. When a hot box or other defect is 
discovered, it should not be neglected, but should be 
given immediate attention. The first duty of the rear 
brakeman or flagman is to go back with the necessary 
flagging supplies and protect the rear of his train, 
while the other members of the'train crew repair the 
defects. A large percentage of the wrecks which are 
caused by burnt journals are due to negligence on 
the part of the train crews failing to give hot boxes 
immediate attention when first discovered. The prac¬ 
tice of running hot boxes to the next regular stopping 
point without attention is often the cause of serious 
wrecks. 

Removing Brasses. The removing of brasses is 


10 


INSTRUCTIONS TO TRAINMEN. 


usually accomplished by raising the box from the jour¬ 
nal by means of a small jack. However, owing to the 
extreme weight of equipment, with capacities from 80 
to 100,000 pounds loaded, the use of the small jack is 
in many instances impracticable. Under these circum¬ 
stances the box can be raised frorh the journal by 
means of a short stake or fulcrum, which can be placed 
one end against the box, the opposite end resting on 
a tie, and moving the car slightly either forward or 
back, as the case may require. It is always advisable 
to raise the box on the opposite side of the car on the 
same pair of wheels, which will prevent the journal 
from tilting with the box. The brass and wedge on 
the opposite side from the one removed should also 
receive attention to prevent becoming misplaced when 
lowering the boxes. 

Common Defects. Trainmen must make frequent 
and careful inspection of all parts of a car that are 
most liable to breakage. The most common and dan¬ 
gerous defects are broken arch bars, broken wheels, 
flanges, sand board hangers, all parts of the trucks 
and journals, defective brake rigging, broken draft 
rigging and couplings. 

Use of Retaining Valves. When the pressure re¬ 
taining valves are to be used, trainmen will turn up 
the required number of retainers at the top of all 
grades, which will hold a part of the air pressure in 
the brake cylinder and retain a certain amount of brak¬ 
ing power after the brakes have been released. After 
reaching the foot of a grade, the retainers must be re¬ 
turned to their normal or perpendicular position. 
When only a part of the retainers are to be used, they 
must be operated on the head end of the train. (Re- 


INSTRUCTIONS TO TRAINMEN. 


ii 


taming valves and their uses are explained in Part II, 
Air Brake Section.) 

Reading Train Orders. Brakemen should under¬ 
stand all train orders relating to the operation of their 
train. The head brakeman is expected to read the 
train orders given the engineman, and the rear brake- 
man should read and understand all orders delivered 
to the conductor. The conductor and engineman may 
possibly overlook the execution of a train order which 
would not occur when all members of the crew under¬ 
stand all orders given. 

Flying Switches. In placing cars on a siding so 
situated that they cannot be set out, and it is neces¬ 
sary to make a flying switch, the train should be 
brought to a stop at a sufficient distance from the 
switch. The head brakeman will go forward and see 
that the switch is in good working order by making 
an actual test, and the rear brakeman will uncouple 
the cars to be set out from those in the rear, being 
careful to release all air from the brake pipe and the 
auxiliary reservoirs of the cars to be set out, to pre¬ 
vent the brakes from setting automatically before the 
switch is completed. Care must be used by the brake- 
man to prevent a derailment in throwing the switch 
between the engine and the detached car. 

If the switch is on a highway crossing due pre¬ 
cautions must be taken for the protection of the pub¬ 
lic. The engine or detached cars should not be run 
over any unprotected highway crossing until the cros¬ 
sing has first been protected by a flagman. 

Obstructing Crossings. Highway crossings should 
not be obstructed unnecessarily. After the train has 
been standing on a crossing for five minutes or over, 


12 


INSTRUCTIONS TO TRAINMEN. 


the train must be separated so that teams and 
pedestrians may pass. A strict observance of this 
rule will be the means of preventing- a great deal of 
antagonistic legislation by city councils affecting rail¬ 
road companies. 

Setting Hand Brakes. When placing cars on sid¬ 
ings, the hand brake must always be set to prevent the 
car from running out of the siding onto the main track 
by reason of the high winds or descending grades. Air 
brakes should never be depended upon to hold a car 
when detached from the engine. 

Giving Signals. Employes g'iving signals must 
station themselves where they can plainly be seen by 
the engineman or the person to whom the signals are 
given. Signals should be given clearly and plainly in 
order to prevent any misunderstanding. Carelessness 
in transmitting signals often causes damage to equip¬ 
ment and personal injury. 

Signals Not Clearly Understood. If a signal seen 
by any member of a train crew is not thoroughly un¬ 
derstood, the train must not proceed until the right to 
move on has been ascertained by word of mouth. Un¬ 
necessary chances of any kind must never be taken. 

Lighted Red Fusees. A fusee burning red on or near 
the track is a signal that the train must come to a full 
stop, and should not proceed until the fusee is entire¬ 
ly burned out. 

Lighted Green Fusees. When a fusee is found 
burning green, it indicates caution, and the train may 
proceed under control, expecting to find the main 
track blocked. 

Flagging Following Trains. When the speed of a 
train is so reduced that it will check the speed of a fol- 


INSTRUCTIONS TO TRAINMEN. 


13 


lowing train before a flagman can go back the required 
distance, a lighted green fusee should be dropped off 
or two torpedoes placed on the rail, if the speed of 
the train will permit, to indicate caution. The engine- 
man of such following train may proceed beyond a 
green signal, but only with his train under full con¬ 
trol, prepared to stop upon the display of a danger 
signal. 

Backing on Main Track. Before a train may be 
backed on the main track beyond the yard limits pre¬ 
scribed by rule, it must be protected by a flagman, who 
is required to keep the full distance of three-fourths of 
a mile from his train during such time as it is backing. 

Trains Parting. When a train breaks in two be¬ 
tween non-air cars while in motion, train-parted sig¬ 
nals must be exchanged between the head and rear 
sections, and the separated portions be prevented from 
running together. The front portion must keep going 
until the engineer is certain that the rear portion has 
been brought to a stop. If the view is clear and the 
detached portion is not on a heavy grade, the head 
portion should return for the rear portion under flag 
protection. 

The draft rigging and couplings on the rear of the 
last car must always be examined before backing up, 
to ascertain whether the drawbar or draft rigging is 
in a damaged condition. 

When tlie front portion of the train consists of a 
number of cars, these cars should be placed on a siding 
when convenient, and the return made with the light 
engine. 

Open Switches. No member of a train crew should 
leave a switch open for a following train unless it has 


14 


INSTRUCTIONS TO TRAINMEN. 


been turned over to, and is in charge of, a member of 
the crew of the following train. The practice of leav¬ 
ing switches open for section men and others to close, 
should not be permitted. 

At Switches. At meeting or passing points of 
trains, the trainman acting as switch tender, after lock¬ 
ing the switch in its proper position, should station 
himself at least thirty feet away from the switch, or 
across the track from the switch, and remain in such 
position until the opposing or passing train has passed 
the switch. 

Track or Bridge Defects. If trainmen discover any 
defect or irregularity in track or bridges, they should 
immediately report the matter to the conductor, who 
will report it to the superintendent and will protect 
following and approaching trains against accidents by 
leaving a flagman. Never depend on a message to 
protect a defect in the track that is liable to cause an 
accident. 

Rule of Safety. In case of doubt or misunder¬ 
standing, a trainmen should always adopt a course 
that will insure absolute safety. Chances of any kind 
must never be taken as they may lead to loss of life 
and property. 

Flats and Tanks. Empty flat cars and tank cars 
should be placed in the rear portion of the train, imme¬ 
diately ahead of the caboose, providing the train is ful¬ 
ly equipped with air brakes. On part air brake trains, 
there should always be a sufficient number of hand 
brakes accessible on the rear end of the train to con¬ 
trol the rear section in the event the train parts. 

Taking Coal or Water. When taking coal or 
water, the engine of a freight train consisting of over 


INSTRUCTIONS TO TRAINMEN. 


15 


20 cars, which are only partially equiped with air 
brakes, should be detached when within 100 feet of 
the coal chute or water tank, which will be the means 
of avoiding severe shocks by the use of the emergency 
brake when stopping at the water spout or coal dock. 

Freight Car Doors. The doors of all cars in freight 
trains must be kept closed whether loaded or empty. 

Setting Hand Brakes on Trains Having Hand and 
Air Brake Equipment. When the signal for brakes 
is given on trains consisting of air brake and non-air 
cars, the brakeman will begin setting the hand brakes 
on the non-air cars, commencing on the forward car 
behind the last air brake car and working toward the 
caboose, setting the brakes on every car, which will 
reduce the danger of breaking the couplings between 
the air brake and non-air cars. 

Hose Connections. Air hose connections should 
be parted by hand when switching or setting out cars. 
If the connections are pulled apart it often results in 
injuring the coupling and destroying the gaskets. 
When the air brakes are not in use the hose should be 
left hanging. 

Frozen Couplings. When couplings are found 
frozen they should be thawed with a torch before un¬ 
coupling, care being taken not to injure the gaskets. 

Passenger Cars in Freight Trains. When it is 
necessary to handle passenger equipment in freight 
trains, they should always be placed at the rear end 
of the train, next to and ahead of the caboose. 

Inspection of Running Boards and Ladders. 
Freight trainmen should inspect the ladders and run¬ 
ning boards of all cars to see that they are in good 
condition, in addition to inspecting the running gear 


i6 


INSTRUCTIONS TO TRAINMEN. 


and brakes, when making their train inspection, at 
stopping points and before starting on their run. 

Approaching Stations. Both brakemen on freight 
trains should be in their respective positions on top 
of the train when approaching stations or other points 
where it is liable to be stopped. Signals should be 
exchanged between the head and rear ends of the train. 

Persons Allowed on Freight Trains. The only per¬ 
sons allowed to ride on freight trains or to assist in 
switching are trainmen while on duty. Other em¬ 
ployes or persons not in the railroad service are not 
permitted to ride or assist in switching without author¬ 
ity from the proper officer. 

Track Scales. Two sets of rails placed parallel 
with each other are - used on a section of track passing 
over track scales, which are used for weighing cars, 
the live rails being used only when the scales are in 
use. The dead track also passes over the scales, but 
it is supported in such a manner that the weight does 
not bear on the scale mechanism. Switches at track 
scales when the scales are not in use must be left so 
that the engine and cars will use the dead rails while 
passing over the scales. 

Use of the Bleed Cock. If the engineman cannot 
release the air brakes in the usual manner, they can be 
released by the trainmen opening the bleed cock of 
the auxiliary reservoirs and holding it open until the 
piston starts to return into the cylinder. 

Conductor’s Valve. The conductor’s valve should 
be used only in case of an emergency, and when used 
it should be left open until the train has been brought 
to a stop or the danger is past. 


INSTRUCTIONS TO TRAINMEN. 


17 

Replacing Defective Hose. New hose should be 
used to replace those which may become defective. If 
there is no extra hose in the caboose, take the hose 
from the rear end of the rear air brake car of the train. 
After the broken hose has been replaced, the brakes 
to the rear of the broken hose may then be released 
by the engineman. When a hose is taken from the 
rear car to replace a defective one it should be reported 
on arrival at the terminal. 

Defective Equipment. Defective air brake or air 
signal equipment should be carded and reported on 
arrival at the terminal. 

Blocking Car Wheels. When cars with defective 
hand brakes, or cars on which the brakes cannot be 
operated, are set on a siding, they should be coupled 
to other cars, if possible, and the wheels blocked. 
Every precaution should be taken to prevent possibil¬ 
ity of accident by cars without brakes running out and 
fouling the main track. 

Detaching Engine. The practice of detaching the 
engine from the train while in motion and allowing 
the latter to follow by its own momentum is a danger¬ 
ous one, and should never be done, as it may not be 
possible to keep the detached cars under control. 

Station Switching. When doing station switching, 
brakemen are required to do the work in accordance 
with the switch list furnished by the station agent, 
and under the direction of the conductor. Cars should 
be handled carefully as there is danger of damage to 
car and contents when handled roughly. 

Entering Team Tracks. Before coupling onto cars 
on house or team tracks, trainmen must see that no 
obstruction such as elevator chutes or skids are in 

2 


i8 


INSTRUCTIONS TO TRAINMEN. 


use, and that men and teams engaged in loading or 
unloading cars are not in danger. 

TRAIN PROTECTION. 

When a train stops between stations or at stations 
where flagging is required, it is the duty of the flag¬ 
man to go back immediately with the necessary flag¬ 
ging supplies and protect the rear of the train. He 
should never wait for instructions from the conductor, 
but should give this most important duty his imme¬ 
diate attention. (Many of the railroads have their 
own special rules concerning the details of train pro¬ 
tection.) 

The flagman should provide himself with not less 
than two torpedoes and a red flag by day, and with 
both a red and a white light and two red fusees by 
night. At night he should place a lighted red fusee 
in the center of the track 500 feet behind the rear of 
the train, and will then proceed either by day or night 
to a point not less than 3-4 mile distant from the rear 
of his train (24 telegraph poles), until he reaches a 
point where a danger signal can be seen for a distance 
of not less than 1-4 mile (8 telegraph poles) by the 
engineman of an approaching train. (40 telegraph 
poles to the mile are being used on some roads instead 
of 32, the usual number. Flagmen will take this into 
consideration and go back 30 and 10 poles respectively 
instead of 24 and 8 poles.) He will then place one 
torpedo on the rail of engineman’s side of the track, 
and will remain in this position until the followinig 
train has arrived, or until he is recalled. If recalled and 
there is no approaching train in sight, or no first class 
train is due within ten minutes, he will place a second 


INSTRUCTIONS TO TRAINMEN. 


19 


torpedo on the rail 200 feet nearer his train than the 
first torpedo, and return to his train with all possible 
speed, always bearing in mind that the time at which 
the flagman is returning to his train is a period of the 
greatest danger. In foggy or stormy weather, or when 
there is a descending grade toward his train, a flag¬ 
man should go a greater distance from his train in 
order to insure absolute safety. When necessary to 
protect the head end of the train, it will be done in 
the same manner. 

Conductor in Charge. The conductor is in charge 
of the train and is held responsible for its operation. 
All other members of the crew are subject to his or¬ 
ders, except when such orders conflict with the rules 
of the company, or when life or property is in danger. 

TIME TABLE INDICATIONS. 

“s” indicates regular stop. 

“f” indicates train stops to receive or discharge pas¬ 
sengers or freight. 

stop for meals. 

“1” leaving time. 

“a” arriving time. 

“D” day telegraph office. 

“N” day and night telegraph office. 

“W” water station. 

“X” railroad crossing. 

“O” track scales. 

“C” coaling station. 

“T” turntable. 

“Y” wye. 


PASSENGER BRAKEMEN. 


Qualifying for Baggageman. Passenger brakemen 
are usually promoted to the position of train baggage¬ 
man and they should familiarize themselves with the 
duties in connection with that position, in order that 
they may be able to relieve the baggageman when so 
instructed. 

Reporting for Duty. A passenger brakeman 
should report for duty at least thirty minutes before 
it is due to leave its initial terminal, in order that his 
train may be ready for the reception of passengers a 
reasonable length of time before it is due to leave. His 
first duties are to see that the doors are unlocked and 
that the train is properly cleaned and ready for pas¬ 
sengers. He will then inspect the heating system to 
see that it is in good order and that the train is prop¬ 
erly heated. 

Adjustment of Window Shades and Car Seats. The 

window shades should be drawn down on the sunny 
side of the train when the weather conditions require 
it, and the car seats should be turned so that passen¬ 
gers will face in the same direction as that in which 
the train is running. 

Water Coolers. The brakeman must see that the 
water coolers are well supplied with ice and fresh 
water, and that drinking cups are provided. 

Toilet Rooms. Toilet room doors must be locked 
and kept locked until the train has started from the 
terminal, and before the train reaches a terminal, or a 
passenger station, the toilet rooms must be again re¬ 
locked. 


20 


PASSENGER BRAKEMEN. 


21 


Announcing Stations. Before the train leaves the 
terminal", brakemen should clearly announce in each 
car, the stations at which the train stops and its con¬ 
nections. When leaving intermediate stations the 
brakemen will pass through each car from front to 
rear, and when about one-third of the distance from 
the head end of the car, he will announce in a clear 
voice the name of the next station at which the train 
will stop, the announcement to be repeated when about 
one-third the distance from the rear of the car. Stops 
for meals will be announced in the same manner. If 
the train stops at a railroad crossing located at or near 
a station at which the train is scheduled to stop, it will 
be announced: “Next stop will be a crossing stop, not 
a station stop.” 

Announcements in Parlor and Sleeping Cars. The 

announcement of stations and stops in parlor and 
sleeping cars will be made by the conductor or porter 
of such cars. 

Passing Through Dining and Sleeping Cars. Pas¬ 
senger train employes should remove their caps when 
passing through dining cars while meals are being 
served. 

When passing through sleeping cars after the pas¬ 
sengers have retired, they should move quietly and 
conceal their lanterns. If it is necessary for them to 
engage in conversation in sleepers, it should be done 
in a low tone of voice. 

Gas Lights. If gas is used for train lighting, the 
brakeman should see that all gas cocks are closed when 
the lights are not in service. When lights are re¬ 
quired, the main valve should be given about one-half 
its opening, and each lamp then lighted separately, 


22 


PASSENGER BRAKEMEN. 


the lamp valve to be turned on full, closing the globe 
of each lamp before the next one is opened for light¬ 
ing. When all lamps in the car have been lighted, the 
lights should be reduced at the main valve to about 
one-half flame for about five minutes, in order that 
the burners may become heated. The main valve 
should then be given its full opening. Printed in¬ 
structions covering the use of Pintach gas will be found 
near the main valve and should be given careful study. 

Coal Oil Lamps. If coal oil lamps are used, the 
brakeman should see that they are in good working 
order before lighting, and kept in good condition dur¬ 
ing the trip. 

Turning Down Lights. On night trains the main 
gas supply valve must be turned partly ofif and all 
lights reduced to one-half flame, or a part of the burn¬ 
ers extinguished at the time prescribed by the rules. 

Extinguishing Lights. At daybreak all lights 
must be extinguished. If gas lights are used, the gas 
valves on each lamp and the main valve must be 
closed. 

Approaching Tunnels. When tunnels of sufficient 
length require train lighting, the brakeman should 
close all doors, windows and ventilators, and light 
at least one lamp in each end of the coach. The flag¬ 
man should also display both night signals on the rear 
end of the train. 

Inspection of Couplings. Passenger brakemen 
should see that all air brake and signal hose are 
coupled and angle cocks cut in, and that the hand 
brakes are in good working order. They should also 
see that all stay chains are coupled before the depar¬ 
ture of the train. 


PASSENGER BRAKEMEN. 


23 


Tail Hose. A tail hose is a section of hose about 
five feet in length equipped with a brake pipe hose 
coupler on one end and an air whistle and discharge 
valve on the opposite end. The hose is coupled to 
the air hose at the rear end of the rear car, the whistle 
and discharge valve is fastened to the platform railing 
where it can be easily reached by the trainman when 
operating the discharge valve or air whistle. The 
purpose of the air whistle is to warn the public when 
the train is backing over public crossings or into pas¬ 
senger stations. The discharge valve is used to apply 
the brakes from the rear of the train when backing. 
(The use of the tail hose is explained in Part II, air 
brake section.) 

Testing the Air Signal Line. The air signal 
whistle must be tested in each car by the whistle cord, 
in order to know that all connections are properly 
made and that the signal system is in good working 
order. 

Making Up Passenger Trains. At points where 
there is no switching service it is the duty of the brake- 
man and baggageman to do all necessary switching in 
making up and putting away the train. It is also the 
duty of the brakeman to couple the engine to the 
train, make all hose connections, and test the brakes 
at points where there is no inspector assigned to this 
work. 

Neatness in Appearance. Passenger employes 
should always be neat in appearance, their linen should 
never be in a soiled condition, they should be clean 
shaven each day, their shoes shined and uniforms kept 
clean and neatly pressed. 


24 


PASSENGER BRAKEMEN. 


Receiving Passengers. When the train is ready 
for the reception of passengers, the brakeman should 
take a position at the car steps and render all neces¬ 
sary assistance to passengers who are boarding the 
train. 

Mannerly to Passengers. Passenger employes 
should always be polite and courteous toward the 
traveling public, and should pay particular attention 
to the comfort and safety of passengers, special at¬ 
tention should be given to women and children who 
are unattended, and to all others who are unable to 
care for themselves. They should assist them when 
getting on and off the train and secure seats for them 
when necessary. 

Baggage in Coaches. Passengers must not be per¬ 
mitted to put their feet on the opposite seat to that 
in which they are sitting, or use the coach aisles for 
the storage of baggage, causing the passageway to 
become blocked. All baggage carried into coaches 
should be placed under the car seats or in the racks 
provided for that purpose. Train employes must ex¬ 
ercise all possible courtesy when enforcing the above 
rules. 

Safety of Passengers. Train employes must keep 
passengers off the car platforms and prevent them 
from getting on or off the train while in motion, or 
from incurring other risks, or violating rules provided 
for their safety. 

Preserving Order. All train employes must assist 
in preserving order upon the train, and when neces¬ 
sary they should call the passengers’ attention to the 
rides of the company in a quiet gentlemanly manner, 
without attracting unnecessary attention, but should 


PASSENGER BRAKEMEN. 


25 


insist firmly upon compliance with the rules, avoiding 
altercation or dispute if possible. 

Familiarity With Passengers. Trainmen should 
avoid all familiarity with passengers and must not 
engage in conversation with them other than to an¬ 
swer all questions and give such information as re¬ 
quested in the proper discharge of their duties. 

Reading on Duty. Train employes are prohibited 
from reading while on duty, and should not engage in 
conversation with other members of the train crew, 
except in matters pertaining to their duties, nor allow 
their attention to be diverted from their duties in any 
way. 

Passing Through Coaches. The brakeman must 
pass through the cars at frequent intervals to see that 
the wants of the passengers are attended to, and that 
order is preserved. When leaving stations, he should 
observe whether any person is holding to the hand 
rails or steps outside of the vestibule. 

Turning Coach Seats. All coach seats must be 
turned in the direction in which the train is moving, 
except when it is permissable to allow passengers to 
use double seats. 

Deportment at Stations. When in attendance 
upon a train at stations the brakeman should main¬ 
tain an erect position near the steps of the car, except 
when assisting passengers. He should not leave the 
car or stroll about the station platform. Conversa¬ 
tion with station employes and others should be avoid¬ 
ed, except when relating to railroad business concern¬ 
ing his train. 

Ejecting Passengers. When a brakeman is called 
upon to assist in ejecting passengers from the train, 


26 


PASSENGER BRAKEMEN. 


he should avoid unnecessary force or anger, taking 
only such action as is necessary to effect the ejection, 
and to protect himself and other members of the 
crew. 

At Stations. Before allowing passengers to enter 
the cars, the brakeman should see that passengers who 
wish to leave the train are out before others are al¬ 
lowed to board the train. 

Running Past Stations. When a train runs past a 

station, passengers must be prevented from attempt¬ 
ing to alight until the train has backed to the station 
platform and come to a full stop. 

Adding Cars to Train. When cars are added to 
the train enroute, and no inspectors are at hand, the 
brakeman will assist the conductor in making an in¬ 
spection and in testing the air brakes before starting. 

Safety in Switching Coaches. When coaches con¬ 
taining passengers are switched, all air brake must 
be cut in and in use. The safety of passengers must 
be the first consideration of trainmen. 

Applying Salt to Platforms. During the winter 
months salt should be applied to the platforms of pas¬ 
senger coaches whenever they become covered with 
snow or ice, which will prevent them from becoming 
slippery and dangerous. 

Coaches Placed on Siding. When coaches are set 
out on sidings which are not terminals, the brakeman 
must close and lock all doors and windows and see 
that the hand brakes are set and the wheels blocked. 

Passing Stations. The rear brakeman or flagman 
on passenger trains should always station himself on 
the rear platform of the train while passing through 
stations, for the purpose of observing any signals 


PASSENGER BRAKEMEN. 


27 


which may be given to his train by any of the station 
employes. 

Passenger Train Inspection. A passenger brake- 
man should make an inspection of the brake equip¬ 
ment, couplings, hose connections and signal appli¬ 
ances at every opportunity. 

Gambling or Soliciting Alms. Gambling by pas¬ 
sengers or the soliciting of alms on passenger trains 
should not be allowed. 

Coach Doors Not to Be Fastened. When a train 
is in motion the doors of coaches must remain un¬ 
locked, and the open space on the rear end of the last 
car between the railings be protected with a tail chain. 


TRAIN HEATING 


BAKER HEATERS. 

The Baker Heater is an appliance for heating pas¬ 
senger cars by means of hot water. It consists of a 
furnace in the form of a heating stove placed at one 
end of the car. A coil of piping passes through the 
furnace and is connected with the expansion drum, 
from which radiating pipes are run to the various 
parts of the car and return to the furnace. When the 
water becomes heated in the furnace coil, it starts 
to circulate and then passes to the drum, thence 
through the radiating pipes in the car, and returns to 
the furnace coil, where it is reheated and again passes 
into the radiating pipes, the circulation of the water 
throughout the piping system being aided by the com¬ 
pressed air in the expansion drum. 

How the Air is Compressed. When the water in 
the coil becomes heated, steam is generated, which 
expands, compressing the air contained in the expan¬ 
sion drum. 

Salted Water Used. Salt is added to the water 
used for filling the heater, in order to prevent the water 
from becoming foul, and also to prevent it from freez¬ 
ing during cold weather, when the heater is not in 
use. Water that has been sufficiently salted for use 
in the Baker Heater will not freeze until a very low 
temperature has been attained, while fresh water will 
freeze at a temperature of 32 degrees above'zero. It 
is not necessary to drain the water from the heater 

28 



TRAIN HEATING. 


29 


system, except when necessary to make repairs or the 
car is taken out of service. 

Expansion Drum. The expansion drum, which is 
a part of the heating system, is placed near the top 
of the car, directly over the furnace, and at the high¬ 
est point accessible, in order that the air which is 
forced from the pipes will rise and gather in the drum, 
becoming compressed and aiding the circulation, as 
the temperature of the water increases. 

Safety Vent. If the safety vent, which is located 
on the upper side of the expansion drum, is blown out, 
which may be caused by an overheated furnace or re¬ 
stricted circulation, it would result in the loss of more 
or less water, which must be replaced before the sys¬ 
tem is again put in operation. The fire in the furnace 
should be put out at once in order to prevent damage 
to the coil of pipes passing through the furnace. 

Testing Height of Water. To ascertain the amount 
of water in the heater system, the combination cock 
at one end of the expansion drum should be opened, 
and if there is a sufficient amount of water in the 
heater it will run out of the waste pipe. This test should 
be made when the fire is low and there is no pres¬ 
sure in the pipes. 

Doors Should Be Closed. The feed door and the 
ash pit door should be kept closed and fastened ex¬ 
cept when the fire is being started or replenished. 

To Secure Best Results. The best results are ob¬ 
tained by keeping the water at the proper height, and 
solid throughout the pipes. A slow, steady fire is also 
essential. 


30 


TRAIN HEATING. 


STEAM HEATING. 

Source of Steam Supply. The steam used in the 
train heating system is supplied by the locomotive 
boiler, the pressure in the heating system being con¬ 
trolled by a reducing valve in the locomotive cab. 

Tracing the Steam Through the System. The 
steam passes from the boiler through the reducing 
valve to the steam heat line, which runs underneath 
the body of each car, the connections between the 
cars being made by means of steam hose and couplings. 
The steam pipes which run throughout the inside of 
the car are connected to the steam line by means of 
a short section of pipe and a valve which may be 
operated from either the inside or outside of the car. 

Heating the Train. To heat the train, the train 
pipe valves of all cars should be opened except the 
valve on the rear of the last car, which should be 
closed. All floor valves should also be closed, except 
those in the rear car. Steam pressure of at least 60 
pounds should then be turned on at the engine and al¬ 
lowed to pass through the steam line, forcing out the 
cold air and condensation until dry steam appears at 
the valve of the rear car, after which the valve should 
be nearly closed, allowing a small quantity of steam 
to escape during the entire time that the heating sys¬ 
tem is in use. The floor valves should then be opened, 
commencing at the rear car and working forward. 
When all the floor valves have been opened and all 
radiating pipes are filled,* the engineman should be 
notified to reduce the steam pressure in the train pipe 
to meet the weather conditions. 

Regulating the Heat. To regulate the heat, the 


TRAIN HEATING. 


3i 


brakeman should operate one or both of the steam 
valves under the car seats. These valves should be 
either closed tightly or given at least one-half their 
opening. When operating one valve, the valve on the 
windward side of the train should be used. 

Shutting Off Heat. To cool the radiators in an 
overheated car, the hand bleeder valve should be 
opened fully and left open. The inlet steam valve 
should then be closed. In freezing weather the inlet 
valve should not be left closed longer than ten min- 
utes, but should be reopened and closed at frequent 
intervals, and the water from condensation allowed to 
escape through the trap or bleeder to prevent freezing. 

Setting Out Cars. When a car is set on a siding, 
the steam radiators and pipes must be thoroughly 
blown out before the steam supply is cut off ahead 
of the cars to be set out, allowing the steam to blow 
through all inlet and hand trap valves, and the rear 
train pipe valve opened. When two miles from the 
point at which the cars are to be detached, the train 
pipe valve on the car ahead of the one to be* set out 
should then be closed. When the entire train is to 
be detached from the engine, the engineman should 
be signaled in the usual manner to shut off the steam 
heat after the system has been thoroughly blown out. 

Coupling Steam Hose. When coupling the steam 
hose connections, the coupler bodies should be raised 
up evenly so that both sides will lock at the same time, 
and the gaskets come up fairly against one another. 
When uncoupling the steam hose, the coupler bodies 
should be pulled straight up in the center. 


DUTIES OF CONDUCTORS. 


Conductors would do well to remember that they 
were once brakemen themselves, and always bear in 
mind that a kind word and genial manner will often 
secure better results than a sullen appearance and 
gruffly spoken words, and makes friends with their 
fellow employes and the public generally, in addition 
to elevating them in the estimation of their employers. 
This rule is especially applicable to new men in the 
service. 

Responsibility. Conductors are held responsible 
for the safe management of their train and for the 
strict performance of duty on the part of all other 
employes on the train. 

Authority. Conductors are clothed by law with 
power of sheriffs to quell disturbances or protect prop¬ 
erty or persons upon their trains. If the offense is 
such that it becomes necessary to make arrests upon 
such occasions they^ should ^secure the offenders and 
deliver them to the sheriff or police at the first sta¬ 
tion where such officers may be found, aiming to keep 
the offender within the state where the offense was 
committed. 

Track and Wire Defects. When a conductor dis¬ 
covers defects in the track, bridges or culverts which 
would be likely to cause an accident to a following 
train, he should not rely wholly upon the telegraph 
to notify other trains, but should leave a flagman and 
notify the nearest station foreman. 

When notified of a defect in the telegraph line, he 

32 



DUTIES OF CONDUCTORS. 


33 


should instruct the brakeman to watch for the same, 
and when found report its character and location to 
the telegraph operator at the next office. 

FREIGHT CONDUCTORS. 

Before Leaving Terminals. Before leaving the 
initial station on any division a conductor must re¬ 
port to the train dispatcher for orders, giving the num¬ 
ber of the engine and the name of the engineman, and 
on roads where the rules so prescribe he must furnish 
a detailed report of the cars in the train which must 
include the contents and the destination of each car. 
If there are no orders for his train he must receive a 
clearance properly dated, addressed and signed, and 
must see that the engineman receives a copy. He must 
also see that his train is made up as required by rule, 
and that all couplings and air brake connections are 
inspected. 

He must know that the necessary air brake tests 
are made and that all car doors are closed and securely 
fastened; also see as far as possible that cars are prop¬ 
erly loaded, and that the ladders, hand holds, running 
boards and brake wheels are in good order; that all 
air brake cars are placed ahead and in use and that all 
flat cars and gondolas are placed in the rear of the 
train, just ahead of the caboose. 

Bulletins and Special Orders. Conductors must 
read and understand all special orders and bulletins 
posted at the initial terminal; in addition he must 
read all bulletins and special orders posted on bulletin 
boards at other stations enroute when it is possible 
for him to do so. He will be held responsible with 


3 



34 


DUTIES OF CONDUCTORS. 


the engineman for the observance of all special orders 
and bulletins pertaining to train movements. The en¬ 
gineman of his train must also be advised of all new 
special orders and bulletins posted at intermediate 
stations that may in any way concern the engineman 
or the operation of the train. 

If the train has more than one engine, each engine- 
man must be notified of all special orders and bulletins, 
or if the engine is in charge of a pilot both the pilot 
and the engineman must be notified. 

Train Register. A conductor must personally reg¬ 
ister his train at all registry stations unless especially 
instructed otherwise. He should bear in mind the 
fact that the register is depended upon to govern the 
rights and movements of other trains leaving terminals 
and passing registering points enroute. All entries 
should be made clearly and legibly. 

He must also make every effort consistent with 
the rules to move his train with regularity and as near¬ 
ly on time as possible. Any lack of co-operation on 
the part of other employes should be reported to the 
proper official. 

Leaving Terminals Without Full Crew. A train 

should never be started from its initial station without 
a full crew, except by direction of the superintendent 
or other authorized official. If any member of the 
train or engine crew is disabled by illness or injury, 
or leaves the train while on the road, a detailed re¬ 
port must be made to the proper official by telegraph, 
and unless the remaining members of the crew are 
able to handle the train safely he should await instruc¬ 
tions before proceeding. 

Train Orders. At points where train order sig- 


DUTIES OF CONDUCTORS. 


35 


nals are displayed, or where orders are required for 
the further movement of the train, the conductor must 
immediately report to the telegraph office. 

If a train is detained for orders at a telegraph 
office where the agent or operator is absent, the con¬ 
ductor must look for the address of such employe, call 
him, and report for orders. 

If, upon arrival at a meeting or passing point, 
whether fixed by schedule or special orders, and the 
train to be met or passed has not arrived, the conduc¬ 
tor must report at the telegraph office for orders. 

Stopping For Meals. A train should not stop for 
meals without knowing that such action is satisfactory 
to the chief train dispatcher, except when provided 
for by schedule. 

Delays to Train. In cases of delay to his train 
that is likely to affect the movement of other trains, 
a conductor must report promptly to the train dis¬ 
patcher, if possible, giving the reasons for the delay 
and its probable duration. 

Relieved During the Trip. If a conductor is re¬ 
lieved during a trip all unfulfilled orders must be de¬ 
livered to the relieving conductor. Before proceeding, 
the relieving conductor must compare his orders with 
• those of the engineman. If no orders are delivered 
to the relieving conductor lie.must not allow the train 
to proceed until assured by both the relieved conductor 
and the engineman that there are no train orders in 
effect. 

Train Inspection. A conductor must inspect the 
running gear, brake equipment and draft rigging of 
his train as often and as closely as possible while on 
the road, and require his brakemen to assist in such 



36 


DUTIES OF CONDUCTORS. 


inspection. Any defects discovered should be rem¬ 
edied as far as possible, and any cars that are in an 
unsafe condition to run should be set out. 

Setting Out Cars. When cars are set out on a 
siding the hand brakes on the cars set out must be se¬ 
curely applied; never depend on the air brakes to hold 
a car when detached from the engine. If the brakes 
are defective the car wheels must be blocked, and 
if a derailing switch is provided, such switch must be 
set so as to prevent any cars from running out and 
obstructing the main track. Cars on a siding should 
always be coupled when practicable. 

When it is necessary to set out cars at other than 
the regular point of delivery, or when cars are left 
for the movement of which orders have been issued, 
the conductor must notify the agent or yard master 
of such action and the reason therefor, and in addition 
make any other reports prescribed by the rules • of 
the company. 

Running or flying switches must never be made if 
they can be avoided, and, when it is necessary to do 
so, movements must be made with all the care neces¬ 
sary to prevent accidents. 

Transmitting Signals. A conductor must see that 
the hand and lamp signals given by members of his 
crew are carefully and accurately given and that 
whistle signals are accurately sounded. When switch¬ 
ing is being done he must also see that both the engine- 
man and fireman are on the engine so that signals can 
be observed from both sides of the train. 

Obstructing Highway Crossings. A conductor 
must see that his train does not obstruct street and 
highway crossings for more than the prescribed time 


DUTIES OF CONDUCTORS. 


37 


and that all ordinances of cities and villages limiting 
such obstructions, and regulating the rate of speed 
over street crossings, are fully complied with. When 
trains are cut at street crossings the cars should clear 
the entire width of the street. 

Protecting Against Accidents. In cases of heavy 
rain or high water the conductor must see that cau¬ 
tion is exercised in approaching bridges, culverts and 
other parts of the road bed likely to be damaged, and 
must be assured of their safe condition before allow¬ 
ing his train to pass over them. 

When a conductor has reason to believe that any 
part of the track or road bed over which his train has 
passed is in an unsafe condition, he must stop the train 
and make an investigation. If unsafe conditions exist 
and there are no trackmen available or other means 
of protection, he must leave a flagman with the proper 
signals to protect following trains, and in addition 
must give notice to all opposing trains that are met 
until he is certain that the dangerous point is fully 
protected by notification and trackmen. He should 
also stop at the nearest telegraph office and report by 
wire the nature of the defective track and the action 
taken to the proper official. Conductors should never 
depend on a message to protect a train against accident 
when defective track exists, without additional pro¬ 
tection by flag. 

Train Accidents. In case of accident, the conduc¬ 
tor should immediately report by telegraph the train 
number, engine number, engineman’s name, time and 
place of the accident and whether it occurred on the 
main track or a siding. He should state what tracks 
are obstructed, the cause of the accident, speed of 


3§ 


DUTIES OF CONDUCTORS. 


the train at the time of the accident, the distance the 
train or cars run after the derailment, whether a wreck 
train is required, and, if so, from which end of the 
wreck the wrecker can work to the best advantage. 
He should state whether an engine can be used to ad¬ 
vantage at the opposite end of the train from the 
wrecker; whether the wreck can be cleared with the 
assistance of an engine and without the wreck train; 
whether the engine is disabled, and if off the track, 
giving the position; the number of cars in the train; . 
loads and empties; the number of loads and empties 
off the track; the number of cars ahead of and behind 
the wrecked cars; the number of air brakes in service 
at the time of the accident; the. approximate length 


of time required to clear the track so that trains can 
pass; whether the accident happened between switches 
so that trains can pass; whether a temporary track 
can be built around the wreck; whether passengers 
can be transferred around the wreck; what material 
is required to repair the track; the number of sets of 
trucks needed; the initials, numbers, contents and 
points of destination; the nature of damage to the 
engine and each car separately; the class of equip¬ 
ment required to make transfer; the number of per¬ 
sonal injuries, if any; the full names and positions 
at the time of the accident of all persons injured, and 
the weather conditions ( whether clear, foggy, rain¬ 
ing, snowing, moonlight or dark). In addition, any 
other information should be given that will be of as¬ 
sistance to the superintendent in determining whether 
it will be necessary to arrange for the detouring of 
trains. It is essential that full information be given 
concerning the supplies necessary to put the track in 


DUTIES OF CONDUCTORS. 


39 


proper condition after the wreck is cleared. This in¬ 
formation should be telegraphed to the superintend¬ 
ent s office as soon as possible after the occurrence of 
the wreck. If passenger, time-freight or live stock 
trains are due within a short time, immediate notice 
must be given to headquarters in order that such trains 
may be stopped at a junction or detouring point. This 
notice should be given before making a detailed re¬ 
port of the accident. 

In case of accident to a train at points where there 
are no means of communicating with the superintend¬ 
ent or chief train dispatcher, a conductor may com¬ 
mand the services of other engines and the members 
of other crews, if required. 

Personal Injury. If the train is involved in any 
accident from which claims for personal injury may 
result, the conductor should obtain the names and ad¬ 
dresses of all persons involved, and a statement from 
each as to whether any personal injury has been sus¬ 
tained. A complete report covering these matters 
should be made to the proper official. In case of per¬ 
sonal injury, the nearest company's surgeon should be 
called, if one is available; if not, the nearest local 
surgeon should be called. Any injured person, either 
employe or passenger, should not be neglected, but 
should be cared for and accompanied to the nearest 
company’s surgeon by some reliable employe of the 
company. The disposition of injured persons should 
be included in the report. 

In case of death occurring on the train from acci¬ 
dent or otherwise, or the killing of any person on the 
track by the train or engine, the conductor must see 
that the body receives proper care, that it is removed 


40 


DUTIES OF CONDUCTORS. 


as soon as possible to the proper place and left in 
charge of a public official or an agent of the company. 
The carrying of a corpse from one county to another 
should be avoided is possible. 

Responsible For Security of Freight. A freight 
conductor is responsible for the security of all freight 
carried on his train while in his charge, and for its de¬ 
livery with the necessary way-bills or manifests at its 
destination or at terminals. 

Cars in An Unsafe Condition. A conductor must 
not take cars which in his judgment are unsafe to run, 
by reason of their being loaded beyond their capacity, 
or not within the clearance rules and the load properly 
distributed and secured. In such cases he should noti¬ 
fy the yard master or station agent of his refusal and 
the reasons therefor. 

When a car bears a defect card or “bad order” 
marks, it must be assumed that such car is defective 
until assurance is had to the contrary, and such marks 
are erased or card detached by the car inspector or 
other authorized person. 

When adding cars to the train at intermediate sta¬ 
tions, the same precautions should be observed in in¬ 
specting .cars for defects before adding them to the 
train as before starting from terminals or junctions. 

At points where no car repairers or inspectors are 
• stationed, a conductor must, with the assistance of his 
trainmen, thoroughly inspect all cars offered and be 
assured of their safe condition before adding them to 
the train. 

Explosives. Cars containing explosives should be 
placed at' least five cars from either end of the train 
whenever practicable. 


DUTIES OF CONDUCTORS. 


4i 


Car Records. A conductor must keep a record of 
all cars handled in his train. He must enter in his 
Train Book the numbers and initials of all cars, from 
what points billed, the points at which they were taken 
into the train and to what points hauled, the contents 
of each car, or if empty it should be so stated, a record 
of all seals applied, the number of the engine and the 
date. Record books when filled must be turned in to 
the trainmaster or other prescribed official who will 
file them for future reference. 

Waybills. A conductor must have a waybill, man¬ 
ifest or memo, waybill from the yard master or station 
agent for every car, loaded or empty, in his train, and 
the numbers and initials entered therein must corre¬ 
spond in every particular with those on the car. A 
less than car lot shipment will not be moved without 
a waybill being furnished, the marks on the waybill 
corresponding with those on the shipment. 

If the initials or numbers entered on a waybill do 
not correspond with those on the car or in case any al¬ 
teration is made on a waybill, in the absence of a nota¬ 
tion on such waybill, showing by what authority such 
correction is made, a conductor must communicate 
with the chief train dispatcher, or other prescribed offi¬ 
cial and obtain the necessary authority to move the 
car on such waybill. 

Carrying Passengers on Freight Trains. Passen¬ 
gers must not be permitted to ride on freight trains 
not designated to carry passengers. Officials of the 
company, track, bridge and building supervisors, line 
repairers and such other employes whose duties re¬ 
quire it may be carried without special authority for 
so doing. Company employes must ride in the ca¬ 
boose unless their presence is required elsewhere. 


42 


DUTIES OF CONDUCTORS. 


Position on the Train. A conductor must main¬ 
tain a position on his train that will give him a full 
view of the train and enable him to see whether the 
members of the train crew are in their proper positions 
and fulfilling their duties. Brakemen should be sta¬ 
tioned at such points on the train as will enable them 
to pass signals from any part of the train to the en- 
ginemen and will exchange signals when passing 
through all stations and past interlocking plants. 

Handling Live Stock. In handling cars of live 
stock, a conductor must see that the utmost care is 
taken in handling such cars to avoid injury. The per¬ 
son in charge of live stock should be given an oppor¬ 
tunity to examine and care for it while in transit. If 
the stock gets down, the train crew must render all 
possible assistance to the attendant, and if they can¬ 
not be gotten up the car containing such equipment 
should be set off at any station requested by the at¬ 
tendant, placing such car at the stock chute. A report 
of the circumstances should be made by wire. 

When the contract of shipment provides that the 
shipper of live stock shall send an attendant to care 
for it, and such attendant is inclined to abandon the 
stock in transit and before reaching its destination, a 
conductor must not assent to the wishes of the attend¬ 
ant, but must notify him that the company will not 
undertake to care for such stock and will assume no 
responsibility. 

If no attendant is in charge and the stock gets 
down, the conductor, with the assistance of the train 
crew, must make every possible effort to get the stock 
up. 

Protecting the Train. A conductor must always 


DUTIES OF CONDUCTORS. 


43 


be careful to prevent any action that may result in an 
accident to his or other trains, and should bear in 
mind the fact that many of the most serious accidents 
to trains have been caused by a lack of proper flag 
protection. No other duties of a conductor or train¬ 
man should interfere with this most important duty 
of protecting his train, and he should always insist 
on a flagman acting promptly and in strict accordance 
Avith the rules. 

When a train fails to make its schedule time or 
for any other reason there is a possibility of his train 
being overtaken by another, a conductor must see 
that his train is slowed sufficient to permit of the flag¬ 
man getting off and going back to protect the train 
in the manner pr^cribed by the rules. 

PASSENGER SERVICE. 

Reporting For Duty. A conductor in passenger 
service should report for duty at least thirty minutes 
before the leaving time of his train, and must see that 
the trainmen are on hand; that the train is properly 
made up; that it has been inspected; that the cars are 
properly cleaned, ventilated, heated, lighted, provided 
with water, ice and fuel; that the seats are turned so 
that passengers will be seated in the direction in which 
the train is to be moved; that the window shades are 
drawn on the sunny side of the cars when weather 
conditions warrant this action, and the train ready for 
the reception of passengers. 

He should also witness the tests of the air brake, 
steam heat and air signal appliances, and assure him¬ 
self that they are connected and working properly 


44 


DUTIES OF CONDUCTORS. 


throughout the train and that the side doors of vesti¬ 
bule cars are kept closed while the train is in motion. 

As soon as his train is ready for passengers he must 
see that the trainmen are stationed where they can 
best direct and assist passengers. At intermediate 
stations, he must remain upon the station platform 
and give constant attention to his train and passengers, 
except when it is necessary to enter such stations for 
orders, to register his train, or examine the train regis¬ 
ter, bulletin board or special order book. He must 
see that his brakemen maintain an erect attitude near 
the steps of the cars at which they are stationed, ex¬ 
cept when they are assisting passengers, and that they 
avoid conversation with station employes or others, 
except with relation to the train and the giving of 
proper information, and that they do not lean against 
the cars or lounge or stroll about the station platform. 

Starting Signal. A conductor must not give the 
starting signal at inspecting stations until notice is re¬ 
ceived from the car inspectors that their work is fin¬ 
ished. 

Running Past Stopping Point. If a train runs past 
a stopping point, thus making it necessary to back, 
the conductor, before giving the signal to back, must 
see that passengers are warned not to alight until the 
train is backed to the proper stopping point. Passen¬ 
gers must be prevented from getting on or off the 
train while it is in motion. 

Passing Through Train. The conductor should 
pass through the entire train as often as necessary for 
the purpose of attending to the wants of passengers, 
preserving order and seeing that the trainmen are 
properly performing their duties. Without being un- 


DUTIES OF CONDUCTORS. 


45 


duly officious he should contribute as far as possible 
to the comfort and convenience of passengers, giving 
particular attention to women and children who are 
unattended and to all persons who are ill, infirm, in¬ 
experienced, or in any other way unable to care for 
themselves. 

Seating Passengers. Passengers should be pro¬ 
vided with seats as far as possible and no one should 
be allowed to occupy more than a single seat to the 
exclusion of others when there are an insufficient num¬ 
ber of seats in the coaches. When there are vacant 
seats in parlor or sleeping cars in regular service, pas¬ 
sengers who cannot be given seats in the coaches may 
be seated therein, and the proper arrangements made 
with the conductor of such parlor or sleeping car. 
Such seats must, however, be surrendered as soon as 
there is room in the coaches or whenever such seats 
are required for regular use. Seats in sleeping cars 
cannot be assigned or occupied at night after the reg¬ 
ular passengers have retired. In case the train has not 
a sufficient number of cars to accommodate all pas¬ 
sengers, a report must be made to the chief train dis¬ 
patcher, so that proper arrangements for relief may 
be made. A report should also be made of all cars in 
excess of those actually required, unless the conductor 
has orders to hold them. 

Passengers Not Allowed in Baggage Cars or on 
Platforms. Passengers must not be allowed to ride 
in baggage or express cars or upon car platforms, un¬ 
less necessary on account of overcrowding, or upon 
the engine without a permit. 

Obstructing Aisles. Passengers must not be al¬ 
lowed to carry bulky articles or packages into the cars 


46 


DUTIES OF CONDUCTORS. 


which would obstruct the aisles, seats or the spaces 
between seats to the inconvenience of other passen¬ 
gers. Articles or packages of this description must 
be sent to the baggage car and checked, and if not en¬ 
titled to be carried as baggage they should be for¬ 
warded by express or otherwise disposed of by the 
owner. 

Ventilation and Temperature. AH passenger cars 
should be kept properly ventilated and when artificial 
heat is in use a proper and even temperature should 
be maintained at all times. 

Peddling and Soliciting. A conductor must see 
that no unauthorized peddling or soliciting is done 
on his train, that no beggars, gamblers or confidence 
men are allowed to ply their operations, and that news 
agents and other licensed solicitors do not annoy pas¬ 
sengers by placing articles in their laps or exercise 
undue efforts to sell goods and secure patronage, or 
otherwise annoy passengers. 

Disorderly or Intoxicated Passengers. Drunken 
persons who are disorderly and troublesome should 
not be allowed to board the train when it is possible 
to discriminate; intoxicated persons and others on the 
train must not be allowed to use profane or obscene 
language, or to damage the company’s property. 

The rules and regulations of the company relating 
to drunken or disorderly persons must be enforced in 
a courteous manner and without* attracting unneces¬ 
sary attention. If the request of the conductor is dis¬ 
regarded an ejectment from the train is necessary. 
This action should be taken at the first open station 
at which the train stops. 


DUTIES OF CONDUCTORS. 


47 


Dining and Sleeping Cars. When passing through 
dining cars where meals are being served, or through 
occupied private cars, the conductor and other train 
employes must remove their caps. All possible quiet¬ 
ness must be maintained in and about sleeping cars at 
night. When entering and passing through them, em¬ 
ployes must move quietly and cover their lanterns. 
All switching and coupling must be done carefully to 
avoid shocks and violent movements. Conversation 
by trainmen, inspectors and other employes in and 
about occupied sleepers must be limited to that which 
is necessary for the management of the train and 
should be carried on in as low a tone as practicable. 

Connections. A conductor should be posted in re¬ 
gard to connections and time of connecting trains. 
When examining the tickets of passengers destined 
to points on connecting lines, he must notify such 
passengers where they are to change cars and where 
the trains of other lines will be found. 

Announcements of Meals. Announcements of 
meals necessary for the information and guidance of 
passengers must be properly made. At terminals and 
meal stations announcements must be made distinctly, 
in the waiting, dining and lunch rooms immediately 
before starting; at other stations the necessary an¬ 
nouncements must be made upon the station platform. 

Transportation. As far as practicable a conductor 
must see that passengers have proper transportation 
before entering the train, unless otherwise prescribed 
by rule. 

Each passenger should be required to present a 
proper ticket or pass, or pay the prescribed fare, and 
in case of failure to do so, should be ejected from the 


48 


DUTIES OF CONDUCTORS. 


train at the next open station. If, in the opinion of 

the conductor, the circumstances of any case warrant 
a waiver of this rule, such action may be taken and a 

report of the case made to the proper official. 

Ejectment of Passengers. If it becomes necessary 
to eject a passenger, this duty should be performed 
with coolness and moderation. When the train stops, 
the passenger must be requested to get off. Only in 
case of a refusal to comply with this request must 
force be employed, and then the ejectment must be 
accomplished without unnecessary violence. After 
the train has been stopped for the especial purpose of 
making an ejectment, or after an ejectment has been 
made at a regular stop, a tender of fare or a promise 
to comply with the rules should be accepted only at 
the discretion of the conductor. Whenever it is found 
necessary to eject a passenger for violation of the rules, 
the ticket of such passenger properly endorsed for the 
remainder of the ride, or a proportionate amount of 
the cash fare paid, as the case may be, must be re¬ 
turned, or at least tendered. 

In cases of ejectment or any other difficulty with 
passengers, the conductor must, if possible, obtain the 
names and addresses of all witnesses and such names 
and addresses must be included in the report of the 
occurrence made to the proper official. The number 
and description of any ticket or pass presented should 
also be given. 

When a passenger, who is under the influence of 
liquor, or is otherwise disqualified to take care of him¬ 
self, is discharged from a train, he should be placed 
under the care of the station agent or some other sta¬ 
tion employe in order that he may be protected from 


DUTIES OF CONDUCTORS. 


49 


personal injury while on the company’s premises. The 
police powers given conductors by law should be ex¬ 
ercised when necessary to quell disturbances or to 
protect persons and property. 

U. S. Mail. In the event of any irregularity of de¬ 
livery of U. S. mail to the train, a record must be kept 
and a report of the occurrence made. 

Setting Out or Adding Coaches. When adding 
cars to a train at intermediate points, a conductor must 
see that the air brake, steam heat and air signal ap¬ 
pliances are recoupled and in working order. 

When passenger cars are left at way stations or on 
sidings, he must see that the doors and windows are 
closed and locked, and that the hand brakes are set. 

Reporting Defective Equipment. A report of any 
defective cars in the train, any imperfect action of the 
air brakes, or other appliances should be made to the 
car inspector or other repair man upon arrival at a 
terminal. When necessary, a report of such defects 
should be made to car repairers at intermediate points, 
and repairs made if they are of sufficient importance 
to warrant delay to the train. A report of any equip¬ 
ment in the train which is inferior or unfit for service 
must be made to the superintendent or other superior 
official. 

Good Judgment and Courtesy. A passenger con¬ 
ductor should never lose sight of the fact that his 
duties are of a most delicate and responsible character, 
and demand unusual judgment, tact and courtesy, and 
that the safety of his train and passengers and the 
reputation of the road are dependent upon his discre¬ 
tion and care and that of his trainmen. 

4 


DEFINITIONS OF SIGNALS. 


A thorough knowledge of the signals required in 
train operation is essential to every employe. They 
are classified as Visible, Audible, Train, Hand, Lamp 
and Fixed. 

VISIBLE SIGNALS. 

Visible signals are those which can be seen, such 
as lanterns, flags, fusees, hand and fixed. 

Signal Appliances. Employes whose duties require 
them to give signals must provide themselves with 
the proper appliances, which must be kept in good 
condition and ready for immediate use. Employes 
giving signals must place themselves in a position 
where they may be plainly seen by enginemen or 
others to whom the signals are given. All signals 
must be given clearly in such a manner that they may 
not be misunderstood. The utmost care must be ex¬ 
ercised to avoid taking the wrong signal when two or 
more trains are passing each other at stations or when 
moving through yards. Unless all employes on the 
train are absolutely certain that the signal given is in¬ 
tended for them, they must not move their train until 
communication is made by word of mouth. 

Day and Night Signals. The standard rules are 
that night signals must be displayed from sunset until 
sunrise, and when weather or other conditions obscure 
day signals or make it difficult for employes to dis¬ 
tinguish them clearly, night signals must be used in 
addition to the regular day signals. 

50 



DEFINITIONS OF SIGNALS. 


5i 


COLOR INDICATIONS. 

Red Signals. A red signal has but one meaning— 
DANGER—STOP!—and is the most important signal 
used in train operation. A failure to obey this signal 
may lead to the destruction of property and the loss 

of life. 

Green Signals. A green signal indicates SAFE— 
PROCEED! It has also other uses, prescribed by 
the rules of different railroads. Some roads use the 
green signal as a caution signal. When this signal is 
displayed, the train may proceed under full control, 
but must be prepared to stop within the vision of the 
engineman upon display of a danger signal. 

White Signals. A white signal indicates SAFETY 
—PROCEED ! A white lantern is used at night by 
train employes and others for giving night signals. 
White signals are also used for other purposes pre¬ 
scribed by the rules of the company. 

Green and Red Signals. On some roads a green 
and red signal displayed in combination indicates 
PROCEED WITH CAUTION. A red and a green 
light would be used for displaying this signal at night, 
and a red and a green flag by day. When this signal 
is displayed, a train may proceed under control, pre¬ 
pared to stop upon the display of a danger signal. 

Combined Green and White Signals. A combined 
green and white signal is a standard signal and is used 
only for the purpose of stopping a train at flag sta¬ 
tions indicated on its schedule, for the purpose of re¬ 
ceiving passengers or freight. A flag station is one 
at which the train makes no stop except upon the dis¬ 
play of the proper signal. Any necessary stop is made 


52 


DEFINITIONS OF SIGNALS. 


at stations of this class only upon the display of a 
flag signal. 

Blue Signals. A blue flag by day and a blue light 
by night displayed at one- or both ends of an engine, 
car or train, indicates that workmen are under or 
about it. Repairmen and others are required by rule 
to protect themselves, displaying these signals while 
making repairs to engines or car equipment placed on 
repair tracks. While such signals are displayed, cars 
or engines so protected must not be coupled to or 
moved. The workmen must be notified before other 
cars or engines are placed on the same track in such 
a manner as to prevent a clear view of these signals. 
Repairmen are the only employes authorized to display 
blue signals and the same workmen are the only ones 
permitted to remove them. 

Yellow Signals. Yellow Signals are used on some 
roads as caution signals only. 

Caution Signals. A caution signal placed along¬ 
side of the main track indicates RUN SLOW—POOR 
TRACK, and a train must proceed with caution. The 
color of this signal depends upon the color adopted 
by the employing company to be used as a caution 
signal. 

FUSEES. 

A fusee is a circular tube from 12 to 15 inches in 
length filled with red or green burning powder and 
provided with a sharp metal point at one end and a 
sulphur filling on the opposite end. It is lighted by re¬ 
moving the friction cap and rubbing it firmly against 
the sulphur end, after which the fusee is stuck into a 
tie or thrown to the ground from a moving train. 


DEFINITIONS OF SIGNALS. 


53 


Red Fusees. A lighted fusee burning red, placed 
on or near the track, is a signal to stop and must not 
be passed until burned out, after which the train may 
proceed under control, prepared to stop upon the dis¬ 
play of a danger signal. 

Green Fusees. A lighted fusee burning green is 
used as a caution signal. When this signal is dis¬ 
played, a train is not required to stop, but may pro¬ 
ceed under control, prepared to stop upon the display 
of a danger signal. 

HAND, FLAG AND LAMP SIGNALS. 

Hand signals, as their name indicates, are given 
with the hands, and are used as a means of transmit¬ 
ting signals to members of the crew by day. 

Lamps are used at night for transmitting the same 
signals and are similar in form to the hand signals 
given by day, except that a white lantern is used as 
the indicating medium instead of the hand. A careful 
study of the standard hand and lamp signals, which 
are illustrated in the diagram section of standard sig¬ 
nals, will show the correct manner in which the sig¬ 
nals should be given. 


54 


DEFINITIONS OF SIGNALS. 


Manner of Using. 

Indication. 

(a) Swung across the track. 

(b) Raised and lowered verti- 

Stop. 

cally. 

(c) Swung vertically in a circle 

Proceed. 

at half arm’s length across the 
track when the train is stand¬ 
ing. 

(d) Swung vertically in a cir- 

Back. 

cle at arm’s length across the 
track, when the train is run- 

Train has parted. 

ning. 

(c) Swung horizontally above 


the head, when the train is 
standing. 

(f) Held at arm’s length above 

Apply air-brakes. 

the head, when the train is 
standing. 

Release air-brakes. 


Any object waved violently by anyone on or near 
the track is a signal to stop. 

AUDIBLE SIGNALS. 

Audible signals are those given by sound, such as 
those given by whistle blasts, the explosion of tor¬ 
pedoes or the air whistle, the latter signal being used 
on passenger trains only. 

Steam Whistle Signals. A code of long (-) 

and short (o) blasts of the steam whistle is used on 
all American railroads for transmitting signals to 
others. 










DEFINITIONS OF SIGNALS. 


55 


Sound . 

Indication. 

(a) o 

Stop. Apply brakes. 

(b)- 

Release brakes. 

(c) -O 0 0 

Flagman go back and protect 


rear of train. 

(d) 

Flagman return from west or 


south. 

(e) 

Flagman return from east or 


north. 

(0 

When running, train parted; to 


be repeated until answered by 


the signal prescribed by Rule. 

(g) O 0 

Answer to any signal not other- 


wise provided for. 

(h) o o o 

When train is standing, back. 


When train is running, an- 


swer to communicating signal 


(d). 

(j) o o o o 

Call for signals. 

(k) - o o 

To call the attention of yard en- 


gines, extra trains or trains oi 


the same or inferior class or 


inferior right to signals dis- 


played for a following section. 

(1) 0 o 

Approaching public crossings at 


grade. 

(m) 

Approaching stations, junctions 


and railroad crossings at 


grade. 






























DEFINITIONS OF SIGNALS. 


56 

f] 

AIR SIGNAL COMMUNICATING SIGNALS. 


Sound. 

Indication. 

(a) Two. 

When train is standing, start. 

(b) Two. 

When train is running, stop at 


once. 

(c) Three. 

When train is standing, back the 


train. 

(d) Three. 

When train is running, stop at 


next station. 

(e) Four. 

When train is standing, apply or 


release air-brakes. 

(f) Four. 

When train is running, reduce 


speed. 

(g) Five. 

When train is standing, call in 


fl flagman. 

(h) Five. 

When train is running, increase 


speed. 


TRAIN SIGNALS. 

I rain signals are any sign or indication that may 
be seen or heard, on or about a train to indicate its 
class and for the purpose of communicating with 
others. 

Markers. Markers are required on the rear of 
every train. They consist of two green flags by day 
and two combination lamps by night, the lamps hav¬ 
ing four colored lenses, three of which show green and 
the other red. 










DEFINITIONS OF SIGNALS. 


57 


At night when running, the markers are displayed 
with the red lenses to the rear and green lenses to the 
sides and front. The red lens, visible to the rear, is a 
danger signal for following trains. The green lens, to 
the sides, indicates to signalmen, operators and all 
others concerned that the entire train has passed. 
When a train is standing into clear on a siding to meet 
or to be passed by another train, the markers are 
turned with green lens to rear and sides and the red 
lens to the inside, in order that the engineman of a 
following train will not mistake the red light for a 
signal to stop, and it is also an indication that the train 
is into clear of the main track. 

Markers should never be removed at the terminal 
until the train is into clear of the main line and the 
switch closed. 

Headlights. The headlight must be displayed on 
the front of every engine by night, but should be con¬ 
cealed when a train turns out to meet another and has 
stopped clear of the main track, or is standing to meet 
trains at the end of double tracks, or at junction points. 

White Light on Leading Car. A white light must 
be displayed by night on the forward end of the lead¬ 
ing car, when cars are being pushed by an engine. 
This rule does not apply except when trains are be¬ 
ing shifted or made up in yards. 

Caboose Indicators. Letters and figures are placed 
in the indicator of the caboose cupola, to designate 
their numbers. For regular trains, the train number 
only will appear in the indicator. If the train is run 
in two or more sections, the first section will show 
“ist section,” the second “2nd section,” etc. The let¬ 
ters “L. S.” will be shown on the last section, in ad- 


58 


DEFINITIONS OF SIGNALS. 


dition to the regular train number. If the train is an 
extra, the word “EXTRA” will appear in the indicator. 

Communicating Signal Appliances. Each car on a 
passenger train must be connected to the engine by 
an air signal appliance in order that trainmen may 
transmit signals to the engineman by means of the 
whistle cord which passes throughout the train. (See 
train air signal system, Part II.) 

FIXED SIGNALS. 

Fixed signals are those of fixed location, the con¬ 
dition of which affects the movement of trains, and 
are classified as train order, interlocking, home, dis¬ 
tant, block, switch, pot and dwarf. 

Interlocking Appliances. Interlocking appliances 
consist of switch, lock and signal appliances, which are 
so connected that their movements must follow one 
another in a predetermined order. 

Interlocking Signals. An interlocking signal is a 
fixed signal and is operated in connection with an in¬ 
terlocking plant, of which it forms a part. 

Interlocking Plant. An interlocking plant con¬ 
sists of an assemblage of switch, lock and signal ap¬ 
pliances, connected and interlocked in such a manner 
that each switch, lock and signal can be operated only 
as a complete device. 

Home Signals. A home signal is a fixed signal 
located at points at which trains are required to stop 
when the route is not clear, and are used at block sta¬ 
tions and interlocking plants. 

Distant Signals. A distant' signal is used as a 
caution signal in connection with a home signal, to 


DEFINITIONS OF SIGNALS. 


59 


regulate the speed of approaching trains to the home 
signal. If a white signal is displayed at the distant 
signal, a train will proceed at its customary speed. If 
a caution signal is displayed, the train will proceed 
under control to the home signal. 

Dwarf Signals. A dwarf signal is a low fixed sig¬ 
nal of the semaphore type, and is usually used in yards 
at switches leading to sidings. 

Pot Signals. A pot signal is a low revolving sig¬ 
nal, used as a substitute for a dwarf signal, and is 
most commonly used in yards. 

Signal Mast. A signal mast is the upright post 
which supports the signal arm and disk of a sema¬ 
phore. It is used only for the purpose of displaying 
signals in such a position that they can be seen and 
distinguished by those for whom they are intended. 

Signal Arm. A signal arm is a moveable board, 
the position of which determines the signal indication. 
When the signal arm is displayed in a horizontal po¬ 
sition on a distant semaphore it indicates “caution,” 
and the train may proceed under control, expecting to 
find the home signal displayed at “stop.” 

When the arm of a home signal is in a horizontal 
position, it indicates “stop,” and the train will not pro¬ 
ceed beyond this signal until a clear or caution signal 
is displayed. On double track roads where the sema¬ 
phore signal is used for electric blocking, the train will 
be brought to a full stop when the semaphore arm 
is displayed in a horizontal position, and may then 
proceed with caution to the next signal. If the sig¬ 
nal is operated in connection with an interlocking 
plant at a station, the train will not proceed until clear 
signal is given. 


6o 


DEFINITIONS OF SIGNALS. 


When the signal is displayed in a diagonal position 
it indicates “clear/’ and the train may proceed at its 
usual speed. 

Signal Disk. A signal disk is that portion of a 
semaphore from which a signal indication is given by 
night. It is made in the form of a glass lens and is 
colored red and white, or red and green, the color of 
the signal being determined by the position of the 
disk. They are displayed on the opposite side of the 
mast from that of the semaphore arm, and to the left 
of the signal mast, the indications being shown by 
means of a light placed behind the disk. Semaphore 
arms are displayed to the right of the mast as seen 
from an approaching train. 

Shape and Color of Distant and Home Signals. 
The arm of the distant signal has a forked end, and 
is painted with the colors used by the employing 
company for caution signals, which are green or yel¬ 
low. The arm of a home signal has a square end, and 
is painted red with a white band near the end. 


THE TELEGRAPH BLOCK 
SIGNAL SYSTEM. 


“Block Systems” and “Block Signals” are the terms 
used when describing any system of blocking trains. 
The term “Block System" is used to designate any 
means of maintaining a predetermined interval or 
space between two trains running in the same direc¬ 
tion on the same track. The practice of using a time 
interval is still in common use on many roads where 
trains may follow one another at intervals provided 
for by the rules, this method of blocking is called 
“spacing.” 

Block systems are most commonly used with two 
or more tracks, but are also used to a large extent 
on single tracks, the benefits derived are as applicable 
to single as to double tracks under the same condi¬ 
tions. Some of the states have statutes compelling 
railroads to adopt suitable block signals on all di¬ 
visions having a given earning capacity. 

Block Signal Rules and the manner in which they 
are enforced are unlike train rules and train orders 
in the way of being standardized, each individual road 
having their own rules for the guidance of their em¬ 
ployes. In fact, it would be a difficult matter to pro¬ 
mulgate a standard set of rules at the present time 
that would cover all of the different appliances used in 
the operation of block signals, some of the systems 
being in an experimental stage, while modifications 
and improvements are constantly being made in the 
older systems of electric and mechanical blocking, 

6i 



62 TELEGRAPH BLOCK SIGNAL SYSTEM. 


nearly all of the older devices having been superseded 
by the later improved systems. * The mileage of block 
signals throughout the country is rapidly increasing, 
and if an attempt were made to describe all of the 
signal rules now in effect on the different roads, it 
would require a volume in itself. 

One of the most important factors in using block 
systems or space intervals on double or single track 
is the qualifications and reliability of trainmen, who 
are expected to protect the rear of their train, and 
especially during winter months in sections of the 
country where severe cold weather is encountered, 
under which circumstances a flagman out three-fourths 
of a mile from his train can only be considered as an 
unreliable protection against accident. However, 
these conditions are beyond human control. 

The following Block Signal Rules are not to be 
considered as standard rules, but they are those which 
are in most common use. 

BLOCK SIGNAL RULES. 

Block signals are in the form of fixed signals and 
are used to control the movement of trains in a block. 

Block signals do not affect the movement of trains 
under the time table or train rules, neither do they 
relieve a conductor from the necessity of protecting 
his train by means of a flagman as occasion requires. 

When a block signal is set at “clear,” it will show 
an arm in a diagonal position by day and a green light 
by night; when at “danger” an arm in a horizontal 
position by day and a red light at night. 

When the signal is at “clear” it gives a train a 


TELEGRAPH BLOCK SIGNAL SYSTEM. 63 


clear track to the outer approaching switch at the 
next signal block station. By an outer approaching 
switch is meant the first switch reached when ap¬ 
proaching a siding where trains can meet or pass. 

Block signals do not control the movement of 
trains standing upon sidings. Authority from the sig¬ 
nalman or operator handling the signals is required 
before a train standing upon a siding may proceed. 

The authority may be in the form of a caution card 
or release stamped “block is clear,” a train order 
stamped “block is clear,” or train orders and a caution 
card. 

A train moving under a caution card may expect 
to find the main track occupied within that block. 

When two or more trains coupled together are in 
a block, they may be uncoupled only at a block sta¬ 
tion, and the signalman must be notified. 

Before a train crosses from one main track to an¬ 
other, a cross-over permit must be secured. This form 
of permit is issued only upon authority of the train 
dispatcher. 

A train after clearing a block is not permitted to 
re-enter it, or back within 300 feet of the block with¬ 
out authority from the signalman. 

When a train is passing a block signal the mem¬ 
bers of the train crew should watch the signal until 
the entire train has passed. 

If a train arrives at a block signal station where a 
signalman is regularly stationed, and finds the signal 
set at danger and the signalman is absent, the train 
must wait at least ten minutes and then proceed to 
the next block station, where the conductor should re¬ 
port the facts to the train dispatcher. This rule ap- 


64 TELEGRAPH BLOCK SIGNAL SYSTEM. 


plies to an intermediate station where there are no 
sidings. 

When a train which has broken in two and is re¬ 
coupled, the conductor should immediately notify the 
signalman at the nearest block station. 

Hand signals will not be accepted as against block 
signals. 

When the track is obstructed between block sta¬ 
tions, the conductor must notify the signalman at the 
nearest block station. 

After a train enters a siding at a block station, the 
conductor must personally notify the signalman when 
the train is clear of the main track and the switches 
locked. 

An intermediate siding is a siding between two 
open block switches. 

A train of an inferior class accepting a clear signal 
at a block station, expecting to make the next block 
station on its time card rights against a superior train, 
must take an intermediate siding if there is one be¬ 
tween blocks, if through delay it is unable to reach the 
next block station. If unable to reach the siding, the 
train should be protected by a flagman. The train of 
superior class may proceed by authority of a caution 
card. 

When two trains are scheduled to meet at an inter¬ 
mediate siding, a release is required showing that train 
order signals are displayed for those two trains to 
meet at such siding. If the inferior train fails to make 
the meeting point, the superior train may proceed on 
its time table rights, but with caution. 

If two trains are to meet by special order at an in¬ 
termediate siding, a release stating that signals are dis¬ 
played for such trains to meet at the intermediate sid- 


TELEGRAPH BLOCK SIGNAL SYSTEM. 65 


» 

ing is required, in addition to the special order before 
the trains may enter the block. 

Ten Minute Block. In districts not controlled bv 
a telegraph block system, trains moving in the same 
direction must keep ten minutes apart. 

DEFINITIONS OF BLOCK SIGNALS. 

A block is a length of main track within defined 
limits and controlled by block signals. 

Positive blocks are those in which but one train 
is allowed at a time. 

A permissive block is one in which two or more 
trains are allowed at the same time through the use 
of caution cards or train orders. 

A block station is a place from which block signals 
are operated. 

A block signal is a fixed signal controlling the 
movement of trains within a block. 

A home block signal is a fixed signal at the en¬ 
trance to a block to control the movement of trains 
entering the block. 

A distant signal is a fixed signal used in connection 
with a home signal to regulate the approach of trains 
to the home signal. When a distant signal is set at 
caution it indicates that the home signal may be at 
“stop when the distant signal is at clear, it indicates 
that the home signal is also clear. 

An advance block signal is a fixed signal used in 
connection with a home block signal to subdivide the 
block in advance. 

A block system consists of a series of consecutive 
blocks. 

A telegraph block system is one in which the sig- 


66 TELEGRAPH BLOCK SIGNAL SYSTEM. 

I 

nals are operated manually upon information fur¬ 
nished by telegraph. 

A controlled manual block system is one in which 
the signals are operated manually and are so con¬ 
structed that the co-operat.ion of the signalman at both 
ends of a block is necessary to display a clear signal. 

An automatic block system is one in which the sig¬ 
nals are operated by electric, pneumatic or other 
agency, which is actuated by the movement of trains, 
or by certain conditions affecting the use of the block. 

Signals Used in Automatic Blocking. Either the 
semaphore or the enclosed disk are used in connection 
with the automatic block system. 

On single track roads, semaphore or disk signals 
are placed to the right of the track; on double track 
roads they are usually placed to the right of the track 
to which they govern, although this rule varies on 
different roads. For single or double tracks the sig¬ 
nals may be attached to one mast. On roads having 
three tracks, or over, the signals are usually placed im¬ 
mediately over the tracks to which they govern, being 
supported by a frame work or bracket extending across 

the tracks. 

When semaphore or disk signals are supported on 
brackets, the signal to the right of the bracket governs 
the track on the extreme right; the next signal to the 
left of the first governs the track to the left of the 
first track, and so on. 

When an indicator disk is visible at a main track 
switch, it indicates that the head of an approaching 
train has reached a point within 1,000 feet in advance 
of the block signal protecting the switch. 

The indications for the main running track are 
given by means of a high home signal. 


TELEGRAPH BLOCK SIGNAL SYSTEM. 67 


Even numbered signals govern the movement of 
trains to the south or east, while odd numbered sig¬ 
nals govern to the west or north. 

When a semaphore signal is used the arm is dis¬ 
played to the right of the mast as seen from an ap¬ 
proaching train. This arm has two positions, diagonal 
and horizontal. At night a green or white light will 
be displayed to indicate clear, and a red light to in¬ 
dicate danger. 

On roads where signal disks are used, the indica¬ 
tions are given by the positions of the red or clear disk 
by day, and by lights of the same color by night. 

A home semaphore when at “stop” will display the 
arm in a horizontal position by day, and a red light at 
night. When at clear it will show the arm in a diag¬ 
onal position by day and a green light by night. 

When two signals are displayed from the same 
mast, the upper one is the home block signal for the 
block in advance—the lower signal is the distant sig¬ 
nal for the second block in advance. 

To indicate “caution” on a distant semaphore, the 
arm is displayed in a horizontal position by day and 
a green and red light are displayed at night. 

To indicate “clear” on a distant semaphore, the arm 
is displayed in a diagonal position by day, and a green 
light is shown by night. 

A “ stop” signal on a home disk is indicated by 
the display of a red disk by day and a red light by 
night. 

A “clear” signal on a home disk signal is indicated 
by the withdrawal of the red disk from view by day 
and the display of a green light by night. 

To indicate “caution” on a distant disk signal, a 


68 TELEGRAPH BLOCK SIGNAL SYSTEM. 


green disk with a white cross on-its face is displayed 
by day, and a red and green light by night. A cau¬ 
tion signal of this kind indicates “proceed with cau¬ 
tion to the home signal.” 

To indicate “clear on a distant disk signal, the disk 
is withdrawn from view by day, and a green light is 
displayed by night. 

When a train is stopped by an automatic block sig¬ 
nal, it may proceed after the signal changes to “clear” 
or after waiting one minute and the signal does not 
clear, the train should proceed with caution to the 
next clear signal. 

When a signal is out of service it is covered with 
a white shield. When found in this condition without 
notice, the train should proceed with caution to the 
next clear signal. 

A conductor finding a signal out of order should 
immediately report the defective signal to the super¬ 
intendent. 

When a home signal indicates stop it signifies that 
the block is occupied, that a switch is wrong in the 
block, that a car is foul of the main track or that the 
signal apparatus is out of order. 

A conductor of a train must not allow his train to 
pass from a siding to the main track, while a red disk 
is shown in the indicator box, but must .wait until the 
red disk disappears from view before turning the 
switch. 

A switch may, however, be opened to permit a 
train to move from the main track to a siding, when 
the red disk is visible in the indicator box at t^ie 
switch. 


DIAGRAMS 


HAND, FLAG AND LAMP 
SIGNALS. 


NOTE. 

The hand, or a flag, moved the same as the lamp, as 
illustrated in the following diagrams, gives the same 
indication. 












STANDARD CODE OF SIGNALS. 



p3 

Z) 


t-c 

<D 

> 






Stop-Swung across the track. Proceed— Raised and lowered 










STANDARD CODE OF SIGNALS 
















STANDARD CODE OF SIGNALS 




O 

fcb 

Ph 


Apply Air Brakes—Swung horizontally at arm’s Release Air Brakes—Held at arm’s length above 
length above the head. ^e i iea( j 















DIAGRAMS 

OF 


TRAIN SIGNALS. 








STANDARD CODE OF SIGNALS. 



Engine running forward by day as an extra train Engine running forward by night as an extra 
—White flags at A A. train—White lights and White flags at A A. 



























































































































































STANDARD CODE OF SIGNALS. 


75 



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;6 


STANDARD CODE OF SIGNALS 




Fig. 11. 1’ig. 12. 

Engine running forward hy day displaying sig* Engine running forward at night displaying 
nals for a following section—Green flags signals for a following section—Green lights 
^ an( l Green flags at A A. 



















































































































































STANDARD CODE OF SIGNALS. 


77 



£ A 

a IS 


40 

B B 


o 

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cc 

Pi 

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STANDARD CODE OF SIGNALS 




i 


Fig. 15. . Fig. 1G. 

Bear of train by day—Green flags at A A, as Rear of train by night running with the current 
markers. of traffic—Lights at A A, as markers, showing 

Green toward engine and side and Red to rear. 















































































































































STANDARD CODE OF SIGNALS 


79 



Rear of train by night running against the cur¬ 
rent of traffic. (This illustration is for a road 
which uses the right-hand track.)—Lights at 
A A, as per Rule I)-19. 





















































































STANDARD CODE OF SIGNALS 




Fig. 17. Fig. 18. 

Rear of train by night when on siding to be Engine running forward by day, without cars or 

passed by another train—Lights at A A, as at the rear of a train pushing cars—Green flags 
markers, showing Green toward engine, side as markers, 
and to rear. 























































































STANDARD CODE OF SIGNALS 


81 



O 

hb 

s 


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A !-« 

£ 03 
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STANDARD CODE OF SIGNALS 




Fig. 21. Fig. 22. 

issenger cars being pushed by an engine by Freight cars being pushed by an engine by night 
night—White light on front of leading car. —White light on front of leading car. 

































































































































DIAGRAMS 


OF 

FIXED SIGNALS. 


NOTE. 

The colors used for caution signals vary, 
on different roads. 







8 4 


STANDARD CODE OF SIGNALS. 




Train Order Signal or Telegraphic Block Signal. 

Color—Green light at night. Indication—Proceed. 



Fig. 24. 

Train Order Signal or Telegraphic Block Signal. 

Color—Red light at night. Indication—Stop. 
































































STANDARD CODE OF SIGNALS. 


Day Night 




Home Signal. 

Color—Red light at night. Indication—Stop. 


Day Night 



Fig. 26. 

Home Signal. 

Color—White light at night. Indication—Clear signal. 











86 


STANDARD CODE OF SIGNALS. 



Distant Signal. 

Color—Green light at night. Indication—Caution. 
Day Night 




Fig. 28. 

Distant Signal. 

Color—White light at night. Indication—Clear signal. 













STANDARD CODE OF SIGNALS. 


87 



Night 


Fig. 29. 


( 



Home Signal. 

Color—'Bed light at night. Indication—Stop signal, both main and 

diverging routes blocked. 


Day Night 



Fig. 30. 


Home Signal. 

Color—Upper arm White light at night. Lower arm Bed light at 
night. Indication—Main route or high speed route clear. 
Proceed. Diverging route blocked. 



















88 STANDARD CODE OF SIGNALS. 



Fig. 31. 


Night 


Home Signal. 

Color—Upper arm Red light at night. Lower arm "White light at 
night. Indication—Diverging route clear, proceed at 
slow speed. Main route blocked. 



Dwarf Signal. 

Color—Red light at night. Indication—Stop. 















STANDARD CODE OF SIGNALS. 


89 



Fig. 33. 


Dwarf Signal. 

Color—White light at night. Indication—Clear signal. 



Fig. 34. 

Dwarf Signal. 

Color—Red light at night. Indication—Stop signal. 













go 


STANDARD CODE OF SIGNALS. 



Night 


Fig. 35. 

Dwarf Signal. 

Color—Upper arm White light at night. Lower arm Red light at 
night. Indication- -Direct route is clear, proceed. 



Fig. 36. 

Dwarf Signal. 

Color—Upper arm Red light at night. Lower arm White light at 
night. Indication—Diverging route is clear, proceed. 













STANDARD CODE OF SIGNALS. 


91 



Yard Pot Signals. 

Color—White. Color—Green. 

Indication—Switch set for main Indication—Switch set for di¬ 
route. verging route. 



Fig. 38. 

Interlocking Pot Signals. 


Color—White. 

Indication—Derails closed. 


Color—Red. 

Indication—Derails open. 
























9 2 


STANDARD CODE OF SIGNALS. 


Day Night 



Fig. 39. 

Home Disk Signal. 

Color—Eed light at night. Indication—Stop. 


Day Night 



Fig. 40. 

Home Disk Signal. 

Color—White light at nights Indication—Clear signal. 
















STANDARD CODE OF SIGNALS. 


93 



Fig. 41. 

Home Disk Signal. 

Color—Green light at night. Indication—Clear track. 


♦ 


\ 













ft 












EXAMINATION QUESTIONS AND ANS¬ 
WERS ON TRAIN RULES AND 
TRAIN ORDERS. 


O. What is an engine? 

A. A locomotive propelled by any form of energy. 
Q. What is a train? 

A. An engine or more than one engine, coupled 
with or without cars displaying markers. 

Q. What is a regular train? 

A. A train authorized by time-table schedule. 

Q. What is a section? 

A. One of two or more trains running on the 
same schedule, displaying signals, or for which signals 
are displayed. 

Q. What is an extra train ? 

A. A train not authorized by a time-table sched¬ 
ule. It may be designated as: 

Extra . for any extra train except work extra . 

Work extra . for work train extra. 

Q. What is a superior train? 

A. A train having precedence over other trains. 
O. How may a train be made superior to other 
trains? 

A. By right, class or direction. 

O. How is right conferred? 

A. By train order? 

O. Is right superior to class or direction? 

A. It is. 

Q. How is direction superior? 

A. A train given precedence in the direction spec¬ 
ified in the time-table as between trains of the same 

95 





96 EXAMINATION QUESTIONS & ANSWERS. 


class, but superiority by direction is limited to single 
track. 

O. What is a train of superior right? 

A. A train given precedence by train order. 

Q. What is a train of superior class? 

A. A train given precedence by the time-table. 

O. What is a time-table? 

A. It is the authority for the movement of regu¬ 
lar trains, subject to the rules, and contains the classi¬ 
fied schedule of trains with special instructions relat¬ 
ing thereto. 

O. What is a schedule? 

A. That part of the time-table which prescribes . 
class, direction, number and movement of regular 
trains. 

O. What is a division ? 

A. A portion of a railway assigned to the super¬ 
vision of a .superintendent or other superior officers. 

Q. What is a subdivision? 

A. A part of a division so designated on the time¬ 
table. 

Q. What is a main track? 

A. A track extending through yards and between 
stations, upon which trains are operated by time-table 
or train order, or the use of which is controlled by 
block signals. 

0 . What is a single track? 

A. A main track on which trains are operated in 
both directions. 

O. What is a double track? 

A. Two main tracks upon one of which the cur¬ 
rent of traffic is in a specified direction and upon the 
other in the opposite direction. 


EXAMINATION QUESTIONS & ANSWERS. 97 


Q. How are three (or more) tracks used? 

A. Three or more main tracks upon any of which 
the current of traffic may be in either specified direc¬ 
tion. 

Q. What is meant by the current of traffic? 

A. The movement of trains on a main track in one 
direction specified by the rules. 

O. What is a station? 

A. A place designated on the time-table by name, 
at which a train may stop for traffic or to enter or 
leave the main track or from which fixed signals are 
operated. 

Q. What is a siding? 

A. A track auxiliary to the main track for the 
meeting or passing of trains, limited to space the distance 
between two adjoining telegraph stations. 

Q. What is a fixed signal? 

A. A signal of fixed location, indicating a condi¬ 
tion affecting the movements of a train. 

Q. What is a yard? 

A. A system of tracks within defined limits, pro¬ 
vided for the making up of trains, storing of cars and 
other purposes, over which movements not authorized 
by time-table or by train order may be made, subject 
to the prescribed signals and regulations. 

Q. What is a yard engine? 

A. An engine assigned to yard service and work¬ 
ing within defined yard limits. 

Q. What is a pilot? 

A. A person assigned to a train when the engine- 
man or conductor, or both, are not fully acquainted 
with the physical characteristics or running rules of 

7 


1 ' > 


98 EXAMINATION QUESTIONS & ANSWERS. 


the road or portion of the road over which the train 
is to be moved. 

Q. What is the duty of conductor and engineman, 
relative to registering and comparing time? 

A. The watches of conductors and engineers must 
be compared and registered on a prescribed form each 
trip. 

Q. Where conductors and enginemen, whose 
duties prevent them having access to a standard clock, 
what do the rules require? 

A. They must compare time daily with, and regu¬ 
late their watches by those of conductors and engine- 
men, who have standard time and have registered 
their names as provided by rule. They may, in addi¬ 
tion to comparing their watches with other conduc¬ 
tors and enginemen, request the time to be sent by 
the train dispatcher. 

O. What effect does a new time-table have on 
the preceding one? 

A. It supersedes it. 

O. Can a train of the preceding time-table retain 
its train orders and take the schedule of the train on 
the new time-table of the same number? 

A. When a schedule of the preceding time-table 
corresponds in number, class, day of leaving, direc¬ 
tion, initial and terminal stations with the schedules 
of the new time-table, a train authorized by the pre¬ 
ceding time-table will retain its train orders and as¬ 
sume the schedules of the corresponding number of 
the new time-table. 

Q. Can a train of a new time-table which has not 
the same number on the preceding time-table, be run 


EXAMINATION QUESTIONS & ANSWERS. 99 


on any division until it is due to start from its initial 
point on that division after the time-table takes effect? 

A. They cannot; schedules on each division (or 
subdivision) date from their initial stations on such 
division. Not more than one schedule of the same 
number and day shall be in effect on any division. 

Q. How many times are given for a train at any 
station ? 

A. Not more than two times are given for a train 
at any station. 

Q. Where one time is given on a time-table, what 
does it indicate? 

A. Uuless otherwise indicated, it is the leaving 
time. 

Q. Where two times are given, what do they in¬ 
dicate ? 

A. They are the arriving and leaving time. 

O. Unless otherwise indicated, where does the 
time shown on time-table apply? 

A. The time applies to the switch where an in¬ 
ferior train enters the siding. When there is no sid¬ 
ing, it applies to the place from which fixed signals are 
operated. Where there 'is neither siding nor fixed 
signals, it applies to the place where traffic is received 
or discharged. 

O.. What do full faced figures indicate on a time¬ 
table ? 

A. Meeting or passing points of trains. 

Q. Are the arriving and leaving times of a train in 
full-faced type when both are meeting or passing times, 
or when one or more trains are to meet or pass it be¬ 
tween those times? 

A. Both the arriving and leaving times of the 


100 EXAMINATION QUESTIONS & ANSWERS. 


train are in full-faced type when both are meeting or 
passing times or when one or both trains are to meet 
or pass between those times. 

O. How are registering points designated? 

A. Usually by special instructions in the time¬ 
table. 

Q. What does the letter “s” indicate when placed 
before the figures of the schedule? 

A. A regular stop. 

Q. What does the letter “f” indicate? 

A. A flag stop. 

O. What does the sign indicate? 

A. A stop for meals. 

Q. What does the letter “ 1 ” indicate? 

A. Leaving time. 

Q. What does the letter ‘Vindicate? 

A. Arriving time. 

Q. Must employes whose duties require them to 
give signals provide themselves with the proper ap¬ 
pliances and keep them in good order and ready for 
immediate use? 

A. They must provide themselves with proper 
flagging appliances, keep them in good order and in 
readiness for immediate use. 

O. What must be used for giving signals by day 
and night? 

A. Flags of prescribed color must be used by day 
and lamps of the prescribed color by night. 

Q. When must night signals be displayed? 

A. From sunset to sunrise and when weather or 
other conditions obscure day signals, night signals 
must be used in addition. 

Q. What does red indicate? 


EXAMINATION QUESTIONS & ANSWERS, ioi 


A. A red signal has but one indication—DAN¬ 
GER, STOP. 

Q. What does white indicate? 

A. Proceed and for other uses prescribed by the 
rules. 

Q. What does green indicate? 

A. Proceed with caution, and for other uses pre¬ 
scribed by the rules. 

Q. What do green and white indicate? 

A. Flag stop; to be used to stop a train only at 
flag stations, indicated on the schedule. 

Q. What does blue indicate? 

A. A blue flag by day and a blue light by night, 
displayed at one or both ends of an engine, car or 
train, indicates that workmen are under or about it. 
When thus protected, it must not be coupled to or 
moved. 

Q. Who will display these signals and who will 
remove them? 

A. workmen will display the blue signals and the 
same workmen are alone authorized to remove them. 

Q. May other cars be placed on the same track 
so as to intercept the view of these signals without 
first notifying workmen? 

A. Other cars must not be placed on the same 
track so as to intercept the view of the blue signals 
without first notifying the workmen. 

Q. If a fusee is found on or near the track burning 
red, should it be passed until it is burned out? 

A. It should not be passed until it is burned out. 

Q. What does a fusee burning green indicate? 


102 EXAMINATION QUESTIONS & ANSWERS. 


A. It indicates caution. When this signal is 
found, a train may proceed under control, expecting 
to find the main track blocked. 

Q. What does the hand flag or lamp swung across 
the track indicate? 

A. It indicates stop, and when seen between sta¬ 
tions, must be answered by two short blasts of the 
whistle. 

Q. Raised and lowered vertically? 

A. Proceed. 

O. Swung vertically across the track when a train 
is standing? 

A. It is a signal to back the engine or train. 

Q. Swung vertically at arm’s length across the 
track when a train - is running? 

A. Train has parted. This signal to be repeated 
until answered by the engineman. 

Q. Swung horizontally above the head when 
train is standing? 

A. Apply air brakes. 

Q. Held at arm's length above head when train is 
standing? 

A. Release the brakes. 

Q. Any object waved violently by anyone on or 
near the tracks indicates what? 

A. Any signal or object waved violently by any 
person on or near the track is a signal to stop. 

O. What does one short blast of the steam whis* 
tie indicate? 

A. Apply brakes. 

Q. What do two long blasts indicate? 

A. Release brakes. 


EXAMINATION QUESTIONS & ANSWERS. 103 


Q. What do one long and three short blasts indi¬ 
cate ? 

A. Flagman go back and protect the rear of the 
train. 

Q. What do four long blasts indicate? 

A. Flagman return from the west or south. 

O. What do five long blasts indicate? 

A. Flagman return from the east or north. 

Q. What do three long blasts indicate when run¬ 
ning? 

A. When the train is running, three long blasts 
of the whistle indicate that the train is parted. This 
signal must be repeated until answered by trainmen. 

Q. What do two short blasts indicate? 

A. An answer to any signal not otherwise pro¬ 
vided for. 

O. What do three short blasts indicate when 
train is standing? 

A. It is a signal to back the train. 

Q. What do four short blasts indicate? 

A. A call for signals. 

O. What do one long and two short blasts indi¬ 
cate ? 

A. To call the attention of yard engines, extra 
trains or trains of the same or inferior class or inferior 
right to signals displayed for a following section. 

Q. What do two long and two short blasts indi¬ 
cate ? 

A. Approaching public crossings at grade. 

O. What does one long blast indicate? 

A. Approaching stations, junctions and railroad 
crossings at grade. 


io 4 EXAMINATION QUESTIONS & ANSWERS. 


Q. What does a succession of short blasts of the 
whistle indicate? 

A. It is an alarm signal for persons or cattle on 
the track. 

O. What does the explosion of one torpedo mean? 
A. It is a signal to stop. 

O. What does the explosion of two torpedoes, not 
more than two hundred feet, mean? 

A. It is a signal to reduce speed and look out for 
a stop signal. 

Q. What do two blasts of the air whistle indi¬ 
cate when the train is standing? 

A. It is a signal to start. 

Q. Two blasts when train is running? 

A. It is a signal to stop at once. 

Q. Three blasts when train is standing? 

A. It is a signal to back the train. 

O. Three when train is running? 

/w O 

A. It is a signal to stop at the next station. 

Q. Four blasts when train is standing? 

A. It is a signal to apply or release the air brakes. 
Q. Four when the train is running? 

A. It is a signal to reduce speed. 

O. Five blasts when the train is standing? 

A. It is a signal to call in a flagman. 

Q. Five when the train is running? 

A. It is a signal to increase the speed of the train. 

O. Must headlights be displayed to the front of 
every train by night? 

A. A headlight should be displayed to the front of 
every train by night. 

Q. When should headlights be concealed? 


EXAMINATION QUESTIONS & ANSWERS. 105 

A. The headlight should always be concealed 
when a train turns out to meet another and has 
stopped clear of the main track, or is standing to meet 
trains at the end of double track or at junctions. 

Q. How will yard engines display headlights? 

A. To the front and rear by night. 

O. What signals should be displayed 011 yard 
engines when not provided with headlights at rear? 

A. Two white must be displayed. 

Q. Will yard engines display markers? 

A. Not when working within defined yard limits. 

Q. What signal will be displayed on the rear of 
every train and what do they indicate? 

A. Two green flags, one on each side of the rear 
of every train, will be displayed as markers to indicate 
the rear of the train by day; by night, two green lights 
to the front and sides, and red lights to the rear, ex¬ 
cept when the train is in clear of the main track, 
when green lights must be displayed to the front, 
sides and rear. 

O. What signals are displayed by sections of 
trains ? 

A. All sections except the last will display two 
green flags, and in addition two green lights by night 
in places provided for that purpose on the front of the 
engine. 

Q. What signals are displayed by extra trains? 

A. Extra trains will display two white flags and 
in addition two white lights, by night in the places 
provided for that purpose on the front of the engine. 

O. When two or more engines are coupled to a 
train, which engine shall display the signals? 

A. The leading engine only shall display signals. 


io6 EXAMINATION QUESTIONS & ANSWERS. 


Q. If one flag or light is displayed wherein the 
rules prescribe two, what would it indicate? 

A. It will indicate the same as two, but the proper 
display of all train signals is required. 

Q. When cars are pushed by an engine (except 
when shifting or making up trains in the yards) what 
signals must be displayed on the front of the leading 
car by night? 

A. A white light must be displayed. 

Q. How must each car in a passenger train be 
connected with the engine? 

A. Each car must be connected to the engine by 
a communicating signal appliance. 

Q. How must a signal imperfectly displayed or the 
absence of a signal where a signal is unually shown, 
be regarded? 

A. It must be regarded as a stop signal, and the 
fact reported to the superintendent. 

O. What signal must be used to stop a train at a 
point not a flag station? 

A. When it is necessary to stop a train at any 
point that is not a flag station on its schedule, a red 
signal must be used. 

Q. When a signal (except a fixed signal) is given 
to stop a train, how must it be acknowledged? 

A. It should be acknowledged by two short blasts 
of the whistle. 

Q. When must an engine bell be rung? 

A. When an engine is about to move and when 
approaching every public railroad crossing at grade, 
and kept ringing until the crossing is passed. 

Q. When must the whistle be sounded? 


EXAMINATION QUESTIONS & ANSWERS. 107 


A. At all whistling posts, stations, junctions, rail¬ 
road crossings, at grade, and at other points prescribed 
by rule or law, or to prevent an accident. 

Q. When must watchmen stationed at public 
roads and street crossings use red signals? 

A. Only when necessary to stop trains. 

Q. How are trains classified? 

A. Trains of the first class are superior to those 
of the second class; trains of the second class are su¬ 
perior to those of the third class, and so on. Trains 
in the direction specified by the time-table are superior 
to trains of the same class in the opposite direction. 
Extra trains are inferior to all regular trains. 

Q. How many hours late must regular trains be¬ 
come to lose both right and class? 

A. Regular trains twelve hours behind either their 
schedule arriving or leaving time at any station lose 
both right and schedule, and can thereafter proceed 
only as authorized by the train dispatcher. 

Q. At initial stations or junctions, or when pass¬ 
ing from double to single track, how can it be ascer¬ 
tained when trains due have arrived and departed? 

A. A train must not leave its initial station on 
any division (or subdivision), or junction, or pass 
from double to single track without examining the 
train register to ascertain whether all trains due 
which are superior or of the same class have arrived 
or left. 

Q. Can a train leave an initial station or junction 
ahead of an overdue train of the same class in the same 
direction ? 

A. When a train of one schedule is on the time 
of another schedule of the same class in the same 


io8 EXAMINATION QUESTIONS & ANSWERS. 


direction, it will proceed on its own schedule. Trains 
of one schedule may pass trains of another schedule 
of the same class; extras may pass and run ahead of 
extras. 


Q. How many minutes should an inferior train 
clear a superior train in the same direction? 

A. An inferior train must clear the time of a su¬ 
perior train in the same direction not less than five 
minutes, and must be clear at the time a first class 
train in the same direction is due to leave the next 
station in the rear where time is shown. 

O. If a train fails to clear the main track by the 
time required by rule, what action must be taken? 

A. They must be protected by flag. 

O. What is the rule in regard to trains of the 
same class at meeting points? 

A. At meeting points between trains of the same 
class the inferior train must clear the main track be¬ 
fore the leaving time of the superior train. At meeting 
points between extra trains the train in the inferior 
time-table direction must take the siding unless other¬ 
wise provided. 

Q. What is the rule in regard to trains of differ¬ 
ent classes at meeting points? 

A. The inferior train must take the siding and 
clear the superior train at least five minutes, and must 
pull into the siding when practicable. If necessary 
to back in, the train must first be protected as pre¬ 
scribed by rule unless otherwise provided. 

O. Must a train stop at scheduled meeting or pas¬ 
sing points if the train to be met or passed is of the 
same class unless the switches are right and track 
clear? 


EXAMINATION QUESTIONS & ANSWERS. 109 


A. Trains must stop unless the switch is right 
and track clear. When the expected train of the same 
class is not found at the scheduled meeting point the 
superior train must approach all sidings prepared to 
stop until the expected train is met. 

O. Where should a train stop with relation to 
the switch ? 

A. Trains must stop clear of the switch used by 
the train to be met in going in on the siding. 

O. How far apart must trains in the same direc¬ 
tion keep? 

A. Unless some form of block signals is used, 
trains in the same direction must keep at least five 
minutes apart, except in closing up at stations. 

Q. Can a train arrive or leave at any station in 
advance of its schedule arriving or leaving time? 

A. A train must not arrive or leave a station in 
advance of its schedule arriving or leaving time. 

Q. If a train overtakes a superior train or a train 
of the same class that is disabled or cannot proceed, 
what action should be taken? 

A. They will pass it if practicable, and if neces¬ 
sary will assume the schedule and take the train or¬ 
ders of the disabled train, proceed to the next open 
telegraph station and there report to the superintend¬ 
ent or chief dispatcher. 

Q. What will the disabled train do under these 
circumstances ? 

A. The disabled train will assume the right or 
schedule and take the train orders of the last train 
with which it has exchanged and will, when able, 
proceed to and report from the next open telegraph 
office. 


no EXAMINATION QUESTIONS & ANSWERS. 


When a train, unable to proceed against the right 
or schedule of an opposing train is overtaken between 
telegraph stations by an inferior train or a train of 
the same class, having right or schedule which per¬ 
mits it to proceed, the delayed train may, after proper 
consultation with the following train, precede it to the 
next telegraph station, where it must report to the 
chief dispatcher. When opposing trains are met under 
these circumstances, it must be fully explained to 
them by the leading train that the expected train is 
following. 

O. Can a train display signals for a following sec¬ 
tion or an extra train be run without orders from the 
superintendent or chief dispatcher? 

A. A train must not display signals for a follow¬ 
ing section or an extra train be run without orders. 

0 . When signals for a section are taken down at 
any point before that section arrives, what is the con¬ 
ductor's duty? 

A. The conductor will, if there be no other pro¬ 
visions, arrange in writing with the operator, or if 
there be no operator with the switch tender, or in 
the absence of both, with a flagman left there for the 
purpose of notifying all opposing inferior trains or 
trains of the same class leaving such point that the 
section for which signals were displayed has not ar¬ 
rived. 

0 . How must trains approach the end of double 
track, junctions, railroad crossings at grade and draw¬ 
bridges? • 

A. They must be prepared to stop, unless the 
switches and signals are right and the track is clear. 
Where required by law, they must stop. 


EXAMINATION QUESTIONS & ANSWERS, in 


Q. When a train stops or is delayed under circum¬ 
stances in which it may be overtaken by another train, 
how must the train be protected? 

A. A flagman must go back immediately with 
stop signals a sufficient distance to insure full protec¬ 
tion. When recalled, he may return to his train by 
first placing two torpedoes on the rail when conditions 
require it. The front of the train must be protected 
in the same way, when necessary, by a brakeman or 
fireman. 

O. Should any freight or extra train at any time 
be compelled to occupy the main track at a station 
within ten minutes of the time of any passenger train, 
what is required? 

A. The train should be protected by flag. 

O. If the train should part while in motion, what 
are the duties of train and enginemen? 

A. The train and enginemen must, if possible, 
prevent damage to the detached portion as prescribed 
by rule. The detached portion must not be moved or 
passed until the front portion returns. 

O. When cars are pushed by an engine (except 
when shifting and making up trains in yards), what 
precaution must be taken ? 

A. A flagman must take a conspicuous position 
on. the front of the leading car. 

O. How must messages or orders respecting the 
movement of trains or conditions of track or bridges 
be given? 

A. They must be given in writing. 

Q. How must switches be left after having been 
used ? 

A. Switches must be left in their normal position 


112 EXAMINATION QUESTIONS & ANSWERS. 


and must not be left open for a following train unless 
in charge of a trainman of such train. 

Q. In all cases of doubt or uncertainty, what must 
be done. 

A. The safe course must be taken and no risks 
run. 

O. How are train movements made which are not 
provided for by time-table? 

A. Train orders will be issued by authority and 
over the signature of the superintendent or chief dis¬ 
patcher. 

Q. Should they contain information or instruc¬ 
tions not essential to such movements? 

A. They must contain neither information nor in¬ 
structions not essential to such movements. 

O. Is it proper to make erasures, alterations or 
interlineations in a train order? 

A. They should be made without erasure, altera¬ 
tion or interlineation. 

Q. Must train orders be given in the same words 
to all persons or trains addressed? 

A. Each train order must be given in the same 
words to all persons or trains concerned. 

O. How are train orders numbered? 

A. Train orders will be numbered consecutively 
each day beginning with No. i at midnight. 

Q. How must train orders be addressed and sup¬ 
plied ? 

A. To those who are to execute them, naming the 
place at which each is to receive his copy. Those for 
a train must be addressed to the conductor and en- 
gineman and also to any one who acts as its pilot. A 


EXAMINATION QUESTIONS & ANSWERS. 113 


copy for each person addressed must be supplied by 
the operator. 

Q. Must orders addressed to operators restricting 
the movement of trains be respected by conductors 
and enginemen? 

A. They must be respected by conductors and 
enginemen the same as if addressed to them. 

Q. How are regular trains designated in train 
orders ? 

A. By their numbers, as “No. 10” or “2d No. 10,” 
adding the engine numbers if desired. 

Q. How are extra trains designated in train or¬ 
ders ? 

A. By engine numbers and the direction, as “Ex¬ 
tra 798 east or west.” 

Q. Who will sign train order form “31”? 

A. Those to whom the order is addressed, except 
enginemen, must sign it. 

Q. After the train order has been signed by those 
addressed, what is necessary before acting on same? 

A. The response “complete” and the time, with 
initials of the superintendent or chief dispatcher, must 
be given by the train dispatcher. The copy for the 
engineman should be delivered to him personally by 
the conductor. 

O. Who will sign train order form “19”? 

A. When a “19” order has been repeated correctly 
by an operator, the response “complete” and the time, 
with initials of the superintendent or chief dispatcher 
will be given by the train dispatcher. The operator 
receiving this response will then write on each copy 
the word “complete,” the time and his last name in 

8 


114 EXAMINATION QUESTIONS & ANSWERS. 


full, and personally deliver a copy to each person ad¬ 
dressed, without taking his signature. 

O. If a train order has been repeated or the “X” 
response sent but has not be made “complete,” how 
should the order be treated ? 

A. The order must be treated as a holding order 
for the train addressed, but must not be otherwise 
acted on until “complete" has been given. 

Q. If the line fails before an office has repeated an 
order or has sent the “X" response,, how should such 
an order be treated? 

A. The order for that office is of no effect and 
must be treated as if it had not been sent. 

O. How should an order be addressed and handled 
to be delivered to a train at a point not a telegraph 
station or at one at which the telegraph office is closed? 

A. The order must be addressed to the conductor 
and engineman at the station where the order is to 
be delivered in care of the conductor of the train de¬ 
livering the order. When form “31” is used, “com¬ 
plete’' will be given upon the signature of the person 
by whom the order is to be delivered, who must be 
supplied with copies for the conductor and engine- 
man addressed and a copy upon which he shall take 
their signatures. This copy he must deliver to the 
first operator accessible, who must preserve it and at 
once transmit the signatures of the conductor and en¬ 
gineman to the train dispatcher. 

O. How will trains so receiving this order treat 
the same? 

A. The orders so delivered must be acted on as if 
“complete" had been given in the usual way. 


EXAMINATION OUESTIONS & ANSWERS. 115 


Q. When a train is named in a train order, are all 
its sections included? 

A. When named by its schedule number alone, 
all sections of that schedule are included and each must 
have copies of the order delivered to it. 

Q. How long do train orders remain in effect? 

A. Train orders once in effect continue so until 
fulfilled, superseded or annulled. 

O. Can any part of an order specifying a particu¬ 
lar movement be superseded or annulled? 

A. Any part of an order may be either super¬ 
seded or annulled. 

O. Do train orders held by or issued for a reg¬ 
ular train become void when such train loses both 
right and schedule or is annulled? 

A. Orders held by or issued for any part of an 
order relating to a regular train become void when 
such train loses both right and schedule or is an¬ 
nulled. 

Q. What signal is used at a train order office, and 
what should be its normal position? 

A. A fixed signal is used at each train order office, 
which shall indicate “stop” when there is an operator 
on duty, except when changed to “proceed,” to allow 
a train to pass after getting train orders or for which 
there are no orders. 

Q. While “stop” is indicated, can a train proceed? 

A. A train must not pass the signal while “stop” 
is indicated. 

Q. If a signal at a night telegraph office is not dis¬ 
played at night and trains have not been notified, what 
action should be taken? 


n6 EXAMINATION QUESTIONS & ANSWERS. 


A. Trains must stop and ascertain the cause and 
report the facts to the superintendent from the next 
open telegraph office. 

Q. What are the indications of the train order 
semaphore arm? 

A. The arm indicates “stop" when horizontal, and 
“proceed" when in an inclined position. 

Q. What signs and abbreviations may be used? 
A. The signs and abbreviations used in train ser¬ 
vice are: 

Initials for the signature of the superintend¬ 
ent or chief dispatcher 
C. & E. for conductor and engineman. 

Com. for complete. 

No. for number. 

Eng. for engine. 

Sec. for section. 

Psgr. for passenger. 

Frt. for freight. 

Mins, for minutes. 

Jet. for junction. 

Opr. for operator. 

The usual abbreviations for the name of the 
months and stations. 

Q. How should train orders read fixing meeting 
points for opposing trains? 

A. No i meet No. 2 at “B.” 

No. 3 meet second No. 4 at “B.” 

No. 5 meet extra No. 95 east at “B.” 

Extra 652 north meet extra 231 south at “BN 
0 . How will these trains receiving orders gov¬ 
ern themselves? 


EXAMINATION QUESTIONS & ANSWERS. 117 


• A. They will run with respect to each other to 
the designated points, and there meet in the manner 
provided by the rules. 

Q. How should train orders read directing trains 
to pass or run ahead of another train? 

A. (1) No. 7 pass No. 3 at “K” and run ahead of 
No. 7 “M” to “Z.” 

(2) No. 2 pass No. 4 when overtaken. 

(3) Extra 594 east run ahead of No. 6 “M” to 

“BN 

(4) Extra 95 west run ahead of No. 3 “B” until 
overtaken. 

Q. How will trains receiving these orders govern 
themselves? 

A. Both trains will run according to rule to the 
designated point, and there arrange for the rear train 
to pass promptly. When a train is to pass another 
when overtaken, trains will run according to the rule 
until the train is overtaken and there arrange to pass 
promptly. When an inferior train receives an order 
to pass a superior train, right is conferred to run 
ahead of the train passed from the designated point. 

Q. How should orders read giving a train right 
over an opposing train? 

A. (1) No. 1 has right over No. 2 “G” to “X.” 

(2) No. 37 east has right over No. 3 “F” to 
“A.” 

O. What should trains do having these orders? 

A. This order gives the right to the first named 
train over the other train between the points named. 
If the trains meet at either of the designated points, 
the first named train must take the siding, unless the 
order otherwise prescribes. Under order (1), if the 


118 EXAMINATION QUESTIONS & ANSWERS. 


second named train reaches the point last named be- 
for the other arrives, it may proceed, keeping clear of 
the opposing train as many minutes as such train was 
before required to clear it under the rules. Under 
order (2), the regular train must not go beyond the 
point last named until the extra train has arrived, un¬ 
less directed by train order to do so. 

Q. What is the form of a time order? 

A. (1) No. 1 run 20 mins, late “A” to “G.” 

(2) No. 1 run 20 mins, late “A” to “G” and 15 
mins, late “G” to “K.” 

(3) No. 1 wait at “H” until 10 a. m. for No. 2. 

(4) No. 3 zvait at “N” until 11:00 a. m. 

“P” until 14:30 a. m. 

“R” until 14:55 a. m. 

Q. What rights would the train have receiving 
this order? 

A. Orders (1) and (2) make the schedules of the 
train named between stations mentioned as much later 
as stated in the order. Under order (3), the train 
first named must not pass the designated points before 
the time given, unless the other train has arrived. 
Under order (4), the train named must not pass the 
designated points before the times given. Other trains 
receiving the order are required to run with respect 
to the time specified at the designated point or any 
intermediate station where schedule time is earlier 
than the time specified in the order, as before required 
to run with respect to the schedule time of the train 
named. 

O. What form of an order is used for sections? 

A. (1) Eng. 20 display signals and run as 1st No. 1 

“A” to “zr 


EXAMINATION QUESTIONS & ANSWERS. 119 


(2) Eng. 25 run 2d No. 1 “A” to “Z.” 

(3) No. 1 display signals “A” to “G” for eng. 63. 

(4) 2d No. 1 display signals “B” to “E” for 
eng. pp. 

Or the orders may be modified as follows: 

Engs. 20, 23 and pp run 1st, 2d and yd No. 4 
“A” to “Z.” 

Order No. 1 is used when the number of the engine 
for which signals are displayed is unknown and is to 
be followed by order No. 2, both being single orders. 
Under order No. 2 the engine named will not display 
signals. Under order No. 4 the engine last named 
will not display signals. 

Q. What form of orders are used to add an inter¬ 
mediate section? 

A. Eng. 85 display signals and run as 2d No. 4 
“N” to Z.” Following sections change num¬ 
bers accordingly. 

Under this order, engine 85 will display signals 
and run as directed, and following sections will take 
the next higher number. 

Q. What form of an order should be used to drop 
an intermediate section? 

A. Eng. 84 is withdrawn as 2d No. 1 at “H.” Fol¬ 
lowing sections udll change numbers accord¬ 
ingly. 

Under this order engine 85 will drop out at “H,” 
and the following sections will take the next lower 
number. 

Q. What form of an order is given when engines 
are changed? 

A. When one engine is changed for another on a 
section, the order should read 


120 EXAMINATION QUESTIONS & ANSWERS. 


Eng. 18 instead of eng. 85 display signals and run 
as 2d No. 1 “R” to “Z.” 

Under this order, engine 85 will drop out at “R” 
and engine 18 will run as directed. 

Q. What form of an order is given to discontinue 
the display of signals? 

A. The order should read 

2d No. 1 take dozvn signals at “D.” 

Under this order No. 1 will take down signals as 
directed, and a following section must not proceed 
beyond the point named. 

O. What form of an order is given to reverse the 
positions of sections? 

A. The order should read 

Engs. 99 and 25 will reverse positions as 2d 
and 3d No. 4 “H” to Z.” 

Under this order, engine 99 will run ahead of engine 
25 “H” to “Z." If necessary, both engines will ar¬ 
range signals accordingly. 

O. What form of order is used for extra trains? 

A. (1) Eng. 98 run extra “A” to “F.” 

(2) Eng. 99 run extra “A” to “F” and return to 

“cr 

Under order No. 2 the extra must go to “F” before 
returning to “C.” 

Q. What form of an order should be used giving 
an extra schedule time? 

A. Eng. 33 run extra leaving “A” on Thursday, Feb. 
17th, as follows, with right over all trains-. 

Leaz>e “A” 10 -.30 p. m. 

Leave “C” 12:23 a. m. 

Leave “E” 1:47 a. m. 

Leave “F” 2-.22 a. m. 


EXAMINATION QUESTIONS & ANSWERS. 121 


Trains over which the extra is given right must 
clear the time of the extra at least five minutes. 

Q. What form of orders is used for work trains? 

A. (/) Eng. 292 works 7 a. m. to 6 p. in. between 
“D” and “EE 

Under this order the work extra must, whether 
standing or moving protect itself against extras within 
the working limits in both directions. The time of 
regular trains must be cleared, or the order may be 
modified by adding 

( 2 ) Not protecting against ( eastward ) extras. 

(3) Not protecting against extras. 

Under order No. 2, the work extra will protect only 
against (westward) extras. Under order No. 3, pro¬ 
tection against extras is not required. The time of 
regular trains must be cleared. 

Q. What provisions can be made to run an extra 
over the work train limits? 

A. An order should be given as follows: 

Work extra 292 clears (or protects against) ex¬ 
tra 76 east between “D’’ and “E ,} after 2:10 
p. m. 

Under this order, extra 76 east must not enter the 
working limits before 2:10 p. m., and will then run 
expecting to find the work extra clear of the main 
track (or protecting itself), as the order may require. 

Q. If an order should be given as follows: 

Work extra 292 will protect against No. 55 be¬ 
tween “D” and “EE 

how should the train be handled. 

To enable a work extra to work upon the time of 
any regular train, the order should read 


122 EXAMINATION QUESTIONS & ANSWERS. 


Work extra 292 protects against No. 55 between 
“D” and “ET 

Under this order, the work extra may work upon 
the time of the train mentioned in the order, and must 
protect itself against such train as described by rule. 
The regular train receiving the order will run expect¬ 
ing to find the work extra protecting itself. 

Q. What form is used for a holding order? 

A. Hold No. 2. 

Hold all (or - ward) trains. 

When a train is held under this order, it must not 
proceed until the order to hold is annulled or an order 
given to the operator as follows: 

No. 2 may go or No. — may go. 

These orders will be addressed to the operator, and 
will be delivered to conductors and enginemen of all 
trains affected. 

O. What form of order is used for annulling a reg¬ 
ular train? 

A. No. 1 of Feb. 29th is annulled “A” to “Z.” 

2d No. 5 of Feb. 29th is annulled “E” to “G.” 

Under this order, the schedule of the section an¬ 
nulled becomes void between the points named and 
cannot be restored. 

0 . What form of order is used for annulling a 
train order? 

A. Order No. 10 is annulled. 

Q. What form of order is used for annulling a 
part of a train order? 

A. That part of order No. 10 reading No. 1 meet No. 

2 at “S” is annulled. 

Q. What form of order is used for superseding a 
train order or part of a train order? 



EXAMINATION QUESTIONS & ANSWERS. 123 


A. ( i)No . 1 meet No. 2 at “C” instead of “B.” 

(2) No. 1 has right over No. 2 “G” to “R” in¬ 
stead of “X.” 

(3) No. 1 display signal for eng. 83 “A” to “Z” 
instead of “G.” 

An order which has been superseded cannot be re¬ 
issued under its original number. 

Q. Are all of the rules for single track applicable 
to two or more tracks? 

A. Only a part of the single track rules are ap¬ 
plicable to double track. 

O. How are the rules, which differ in language 
or are applicable to double track only, distinguished? 

A. In the code of train rules for double track they 
are marked with a letter “D”; rules which do not ap¬ 
ply to double track are marked “omitted.” 

O. Are all rules in the single and double track 
codes which are not marked “D” or “omitted” the 
same for both single and double tracks? 

A. They are the same, and are used on both 
single and double track roads. 

Q. When using double track, and a train crosses 
over or obstructs the other track, what precaution 
must be taken? 

A. Unless otherwise provided, it first must be 
protected by a flag in both directions on that track. 

Q. What precautions must be taken on double 
track, or three or more tracks, when a train meets or 
passes a passenger train at stations? 

A. They must use caution and must not pass be¬ 
tween it and the platform at which passengers are be¬ 
ing received or discharged. 


124 EXAMINATION QUESTIONS & ANSWERS. 


Q. How are trains governed when running with 
the current of traffic on double track by means of block 
signals? 

A. On portions of the road so specified on the 
time-table, trains will run with the current of traffic 
by block signals whose indications will supersede time¬ 
table superiority. 

Q. How are trains on two or more tracks super¬ 
vised when moving by means of block signals? 

A. They will be supervised by the superintendent 
or train dispatcher, who will issue instructions to sig¬ 
nalmen when required. 

Q. When a train has work to do between block 
stations that will consume more than five minutes, 
what action must be taken before leaving the last block 
station? 

A. They must obtain permission from the signal¬ 
man at the last block station at which there is a siding 
before entering the block in which the work is to be 
done. 

O. Is this permission granted by authority of the 
signalman ? 

A. It is not; the signalman must obtain authority 
to give his permission from the superintendent or train 
dispatcher. 

0 . How is the movement of trains governed when 
running against the current of traffic on double track 
by means of block signals? 

A. On portions of the road so specified on the 
time-table, trains will run against the current of traffic 
by block signals whose indications will supersede time¬ 
table authority and will take the place of train orders. 

Q. By whom is the movement of trains supervised 


EXAMINATION QUESTIONS & ANSWERS. 125 


when running against the current of traffic? 

A. The movement will be supervised by the su¬ 
perintendent or train dispatcher, who will issue in¬ 
structions to the signalman. 

Q. When using three or four tracks, how are the 
tracks designated? 

A. One of the main tracks will be designated as No. 
1 ; additional tracks will be numbered therefrom, even 
numbers to the right, odd numbers to the left, when 
facing east or north. 

Q. How is the use of these tracks designated? 

A. They are designated both as to the class and 
. current of traffic on the time-table or by special in¬ 
structions. 

Q. What signals are displayed by night when a 
train is running with the current of traffic on a high¬ 
speed track? 

A. They will display two red lights to the rear. 

O. When a train is running by night with the 
current of traffic on a slow speed track or a train by 
night using a track against the current of traffic, what 
signals will be displayed on three and four-track roads? 

A. They will display a green light to the rear on 
the side next to the high-speed track in the direction 
of the current of traffic, and a red light on the opposite 
side. 

Q. How are engine whistle signals distinguished 
when given for the purpose of calling in a flagman on 
three or more track roads? 

A. They are distinguished by a code of signals 
which apply to each individual track, such as five long 
blasts for a flagman on track No. 1 to return from the 
rear; one short and five long blasts for flagman on 


126 EXAMINATION QUESTIONS & ANSWERS. 


track No. i to return from the front; four long blasts 
for flagman on track No. 2 to return from the rear; 
one short and four long blasts for flagman on track 
2 to return from the front; five long and one short 
blasts for the flagman on track No. 3 to return from 
the rear; one short, five long and one short blasts for 
flagman on track No. 3 to return from the front; four 
long and one short blasts for flagman on track No. 4 
to return from the rear; one short, four long and one 
short blasts for flagman on track 4 to return from the 
front. 


AIR BRAKE INSTRUCTIONS. 


PART II. 

The Air Brake instructions illustrated and de¬ 
scribed herein are for the purpose of educating* con¬ 
ductors and trainmen more thoroughly in the use and 
operation of the air brake appliances attached to pas¬ 
senger and freight equipment. They cover all of the 
different parts of the air brake and air signal system, 
including the new improved Westinghouse type “K” 
triple valve, their functions, the relation they bear to 
one another, and the manner of their operation is thor¬ 
oughly explained. It is essential that employes in the 
train service should qualify themselves in modern air 
brake practice, especially so far as it relates to the 
parts with which they come in contact daily. Conduc¬ 
tors and trainmen should familiarize themselves with 
the interior and exterior parts of the triple valve, re¬ 
tainers, signal valve, and other equipment, in order 
that they may more readily locate defects and be bet¬ 
ter able to overcome air brake troubles between ter¬ 
minals. A knowledge of the operation of the air brake 
equipment attached to the engine is a valuable asset 
to a trainman, but they should first become thorough¬ 
ly posted on the operation of the parts connected to 
passenger and freight equipment. 

DEFINITION OF THE AIR BRAKE. 

An air brake is a power brake operated by com¬ 
pressed air. 


127 



128 


AIR BRAKE INSTRUCTIONS. 


An automatic air brake is a form of power brake 
automatically applied when a sufficient reduction is 
made in the air pressure in the brake pipe to cause 
the triple valve to move from release to service posi¬ 
tion, and released when the pressure in the brake pipe 
is increased above auxiliary pressure. 

TRACING AIR THROUGH THE BRAKE EQUIP¬ 
MENT. 

The course of the air through the brake equip¬ 
ment is as follows: Air enters the brake pipe through 
the cut-out cock below the brake valve, through the 
hose and couplings to the first closed angle cock in 
the train, and to the conductor’s valve of each coach 
and way car, through the cross-over pipe and cut-out 
cock to the triple valve, and through the feed grooves 
of the triple valve, when in release position, to the 
auxiliary reservoir, charging the latter. When a suf¬ 
ficient reduction is made at the brake valve, or from 
the brake pipe, it will cause the auxiliary reservoir 
pressure to feed to the brake cylinder, thus applying 
the brake. Restoring the brake pipe pressure above 
that in the auxiliary reservoir, or reducing the aux¬ 
iliary pressure below that in the brake pipe, will cause 
the triple valve to move to release position, allowing 
the air in the brake cylinder to pass to the atmosphere 
through the triple exhaust and retainer. 

STORAGE OF PRESSURES. 

The compressed air used on the train is stored in 
the brake pipe, auxiliary reservoirs, and signal line. 


AIR BRAKE INSTRUCTIONS. 


129 


Brake pipe pressure is stored in the brake pipe, and 
is used to charge and recharge the auxiliary reservoirs, 
apply and release the brakes, and assist in applying 
the brakes in emergency applications with the old 
type quick action triple, and in service and emergency 
applications with the “K” triple valve. 

Auxiliary pressure is stored in the auxiliary reser¬ 
voirs ; its duty is to hold the slide valve to its seat, 
operate the quick action parts of the triple, set the 
brake and also to charge the water pressure on tourist 
cars that are so equipped. 

Signal line pressure is stored in the signal line and 
in Chambers A and B of the signal valve. It is used 
to transmit signals from tarinmen to enginemen. 

BEGINNING AND ENDING OF PRESSURES. 

Brake pipe pressure begins on the brake pipe side of 
the feed and excess pressure valves, and ends under¬ 
neath the brake pipe side of the equalizing piston, the 
first closed angle cock in the train, the conductor’s 
valve of the coach or way car, the brake pipe side of 
the triple piston and in chamber Y. 

Auxiliary pressure begins at the auxiliary side of 
the triple piston and ends in the auxiliary reservoir, 
the water pressure governor of Pullman and tourist 
cars, and the face of the slide valve. 

Signal line pressure begins at the signal line side 
of the signal reducing valve and ends at the first 
turned cut-off cock in the train, at the car discharge 
valves of the coaches and in chambers A and B of the 

signal valve. 

9 


130 


AIR BRAKE INSTRUCTIONS. 


BRAKE PIPE PRESSURES. 

A brake pipe pressure of 70 pounds should be car¬ 
ried with the ordinary brake, and no pounds with the 
high speed brake. 

EXCESS PRESSURE. 

Excess pressure is the amount of pressure carried 
in the main reservoir over and above that in the brake 
pipe. It should be carried at all times, except when 
chargng a train at terminals or recharging while de¬ 
scending heavy grades, and it should be carried then 
if practicable. 

Purposes of Excess Pressures. Excess pressure is 
carried to insure a prompt and certain release of all 
brakes, especially with long trains, to insure a quick 
recharge of the brake pipe and auxiliary reservoirs, 
and to operate the different appliances on the locomo¬ 
tive that are operated by main reservoir pressure with¬ 
out affecting the brake pipe pressure. 

A greater excess pressure is carried on freight than 
on passenger trains, for the reason that on freight or 
long trains there is a greater volume of air to control, 
a larger number of auxiliary reservoirs to recharge 
and it is more difficult to release the brakes than on 
a short train. 

EQUALIZATION OF PRESSURES. 

Brake pipe and auxiliary reservoir pressures are 
equal when both are charged and in lap position of 
the brake valve, but they are not the same when charg- 


AIR BRAKE INSTRUCTIONS. 


• I 3 1 


ing, applying or releasing the brakes, in an over-re¬ 
duction or in an emergency application. 

SOURCES OF AIR TO BRAKE CYLINDERS 
WITH DIFFERENT TYPES OF 
TRIPLE VALVES. 

The air that enters the brake cylinder passes from 
the auxiliary reservoir in service applications, from 
both the brake pipe and the auxiliary reservoir in an 
emergency application with the quick action triple, 
and from the brake pipe and auxiliary reservoirs in 
service and emergency applications with the “K” type 
triple valve. 

BRAKING POWER. 

The braking power is dependent largely on the 
piston travel. The shorter the piston travel, the greater 
the braking power, and the higher the pressure at 
which the auxiliary reservoir and brake cylinder pres¬ 
sure will equalize; the longer the piston travel, the 
lower the pressure at which they will equalize, and 
the weaker the braking power. 

With the same piston travel the holding power of 
the brakes will be alike on empty and loaded cars, but 
the empty car will be brought to a stop in less distance 
than the loaded car, as the brakes must overcome the 
greater weight, in addition to the momentum of the 
loaded car. 

AIR BRAKE EQUIPMENT—FREIGHT. 

The different devices or appliances which are re¬ 
quired to complete the air brake equipment on a 


132 


AIR BRAKE INSTRUCTIONS. 


freight car are as follows: Quick action triple valve, 
brake pipe, hose, angle cock, cross-over pipe, cut-out 
cock in the cross-over pipe, auxiliary reservoir, brake 
cylinder and retainer with pipe connections leading to 
the triple exhaust, brake rigging, and hand brake con¬ 
nections. 

On freight cars, the brake pipe is attached to the 
center sills running lengthwise underneath the body 
of the car. Each end of the brake pipe is equipped 
with an angle cock. A short section of hose with 
couplings and connections attached are joined to the 
angle cock connections. The cross-over pipe leads 
from the brake pipe to the triple valve, which is placed 
underneath and near the center of the car. The aux¬ 
iliary reservoir and air brake cylinder are placed ad¬ 
jacent to each other and are also connected with the 
triple valve. The pressure retaining valve is placed 
at the end and near the top of the car close to the 
wheel of the hand brake. The bleed cock is attached 
to the auxiliary reservoir and is operated by means of 
rod connections which lead to the sides of the car. 

AIR BRAKE EQUIPMENT—PASSENGER. 

Passenger cars are equipped with practically the 
same devices as freight equipment, with the following 
additions: Signal line, car discharge valve, high speed 
reducing valve, conductor’s valve, and on Pullman and 
tourist cars the water pressure valve. The automatic 
slack adjuster is used to some extent on passenger 
equipment. 

Nearly all of the parts or devices that combine to 
form the passenger air brake equipment are placed in 


AIR BRAKE INSTRUCTIONS. 


133 


the same relative positions underneath the body of the 
car that they occupy on freight cars. The conductor’s 
valve is usually placed in the toilet room, and is con¬ 
nected by a cord extending the entire length of the 
coach. The car discharge valves are placed on the 
ends of the car just above the door on the inside of 
the car, and are connected by means of a cord extend¬ 
ing the entire length of each car, so that they may be 
operated from any part of the car. The high speed re¬ 
ducing valve is connected to the brake cylinder by 
pipe connection; the triple valve is attached direct to 
the brake cylinder, the auxiliary reservoir and the 
brake cylinder are placed a short distance apart, joined 
with a short section of metal pipe. 

Cut-Out Cocks. The cut-out cock is placed in the 
section of pipe that leads from the brake pipe to the 
triple valve. It is used for the purpose of cutting out 
a brake which may have become defective. 

Positions of Cut-Out Cock. To place the air brake 
mechanism of a car in service the handle of cut-out 
cock should be placed at right angles with the cross¬ 
over pipe to which it is connected. The brake is then 
cut in. To cut out the air brake mechanism from the 
brake pipe, place the handle in a position parallel with 
the cross-over pipe. This prevents the air from flow¬ 
ing to and charging the auxiliary reservoir. The po¬ 
sitions are indicated by grooves in the cut-out plug, 
showing the position of the valve openings. 

Angle Cock Positions. The handle of the angle 
cock should be parallel with the brake pipe when in 
service, and should be placed at right angles with the 
brake pipe when cut out, which respective positions 
are indicated by the grooves cut in the plugs. 


134 


AIR BRAKE INSTRUCTIONS. 


Signal Line Cut-Out Cock. The position of the 
cut-out cock in the air signal line is parallel with the 
pipe when cut out, and at right angles with the sig¬ 
nal pipe when in service, as indicated by the grooves 
showing the valve openings. The cut-out cock in the 
branch pipe leading from the signal pipe is so located 
that the car discharge valve may be removed and 
cleaned while the signal line is charged, and for the 
further purpose of cutting out the valve if it becomes 
defective. 

Conductor’s Valve. The conductor’s valve is con¬ 
nected to the brake pipe and is used by trainmen for 
the purpose of applying brakes in an emergency. 

COUPLING AIR HOSE. 

Before coupling an engine to a train the brakeman 
should slightly open the angle cock on the engine ten¬ 
der, thus permitting the air pressure to blow out any 
dirt or foreign matter which may have accumulated 
in the hose. He must also see that he gets a good 
blast of air from the hose, which will indicate that the 
pressure in the pipe is normal. The brakeman or in¬ 
spector will then couple up the hose connections to 
the brake and the air signal pipes, and gradually open 
the angle cocks on the engine. It should be under¬ 
stood, however, that the train couplings must be made 
before the air lines are coupled. 

CHARGING AUXILIARY RESERVOIRS. 

Time Consumed in Charging. With a constant 
pressure of 70 pounds in the brake pipe, the auxiliary 
reservoirs of short trains should charge in about 70 


AIR BRAKE INSTRUCTIONS. 


135 


seconds, but, owing to clogged strainers, feed grooves, 
the difference in size of feed grooves and the capaci¬ 
ties of auxiliary reservoirs, it ordinarily takes from 2 
to 2 1-2 minutes, and on long trains from 5 to 10 min¬ 
utes. Trainmen should bear this in mind when charg¬ 
ing the train at a terminal, when adding cars to the 
train, and before testing the brakes. 

Failure of Auxiliary to Charge. The failure of the 
auxiliary reservoir to charge or to become charged 
slowly may be due to several causes, among which are 
the following: Feed grooves that are wholly or partly 
stopped up, strainer at the triple valve or the strainer 
in a cross-over pipe becoming partly or wholly clogged, 
a cut-out cock partially closed, or a bad leak in the 
auxiliary reservoir. 

AIR BRAKE TESTS. 

Terminal Tests—Freight Trains. Before starting 
on a trip the air brakes should be tested, which is the 
joint duty of the engineman and the trainmen. 

The brakeman should open the angle cock on the 
tender and note whether a good blast of air is secured 
before making the hose coupling to the engine, and 
then couple up the hose and open the angle cock grad¬ 
ually. 

While the train is being charged the brakeman 
should pass alongside of it, inspecting the brake rig¬ 
ging and noting whether there are any brake pipe or 
auxiliary leaks; if any are found they should be rem¬ 
edied ; if defective hose or gaskets are found they 
should be replaced with new ones. 

When the train is charged and the engineman and 
trainmen are satisfied that the brake system is reason- 


136 


AIR BRAKE INSTRUCTIONS. 


ably free from leaks, the rear brakeman, stationed at 
the rear air car, should transmit the signal '‘apply air 
brakes” to the head brakeman, who should repeat the 
signal to the engineman, who will make a 25-pound 
brake pipe reduction, and then place the brake valve 
in lap position. The engineman should also note the 
length and strength of the brake pipe exhaust, which 
will indicate whether any triple applied in quick ac¬ 
tion, the length of the brake pipe and whether there 
is a partly closed angle cock or an obstruction in the 
brake pipe. 

After a full reduction has been made by the en¬ 
gineman thus applying the brakes it is the duty of the 
head and rear brakemen to walk toward one another, 
inspecting the brake on each car to see that it applies 
and holds, noting the piston travel, and looking for 
brake pipe, cylinder and auxiliary leaks. When the 
brakemen meet they should signal the engineman to 
release the brakes, and then return to their respective 
ends of the train, noting that all brakes have released 
and that no shoes are frozen to the wheels in cold 
weather. If any brake fails to release or is otherwise 
defective it should be cut out, carded and the auxiliary 
reservoir drained of its air. After reaching their re¬ 
spective ends of the train the brakemen should notify 
the conductor of the condition of the train brakes and 
the number of cars in working order. The conductor 
should then in turn notify the engineman of the con¬ 
dition of the brakes, the number of loads and empties, 
their location in the train and the amount of tonnage, 
so that the engineman can use his judgment according¬ 
ly when using the brakes. 

Terminal Tests—Passenger Trains. During the 


AIR BRAKE INSTRUCTIONS. 


137 


time the train is charging, the trainman or inspector 
will pass alongside the train, carefully examining all 
of the air brake-equipment, especially at connections, 
for leaks. He should enter each coach and test each 
car discharge valve to see that it is working properly. 
After the brake pipe and auxiliary reservoirs are fully 
charged, the brakeman or inspector should give four 
distinct blasts of the air whistle, and also the hand 
signal to the engineman to apply the brakes. He will 
then walk to the rear of the train, inspecting all brakes 
by noting the position of the piston in the brake cyl¬ 
inder, and examining the brake rigging. After reach¬ 
ing the rear of the train, he will pull the car discharge 
valve four times, this being the signal to the engine- 
man to release brakes. When the brakes have been 
released, the brakeman or inspector will pass along¬ 
side the train toward the engine, noting whether all 
brakes are released by the pistons returning to their 
normal position. 

Inspect All Brakes. When making a thorough 
test the brakes must be held set until the trainmen have 
sufficient time to inspect all the brakes thoroughly. 
The longer a brake remains applied the more certain 
trainmen can be that it will hold for a long, hard stop. 
A brake that will not remain applied for a minute or 
longer is considered a poor brake and should be carded. 

Emergency Applications Not to Be Made When 
Testing. Emergency applications must not be made 
when testing brakes, for the reason that ordinary 
braking should not be done in this manner as it causes 
an unnecessary strain on the brake rigging, and it will 
be impossible to detect any defective triple valve in 
the train, as some brakes would set in emergency that 


138 


AIR BRAKE INSTRUCTIONS. 


would not set in a service application. It would also 
cause a waste of brake pipe air, making it difficult to 
release the brakes. 

Running Test. When a train leaves its terminal or 
a change is made in the make-up of a train, the con¬ 
ductor should insist on the engineman making a run¬ 
ning test of the brakes after the train has moved a 
train length. As soon as the brakes are felt to take 
hold they should be released. This not only assures 
the engineman and train crew that the brakes are 
cut in, but also indicates how they act and hold: 

This test should be repeated when engines are 
changed, adding a double header, after long delays 
at any point on the road, when air cars are added to 
or set out from the train, when the engine is cut off 
and when the train is cut at a crossing. The head 
brakeman should make the terminal test on cars picked 
up, while the rear brakeman or the conductor should 
see that the brakes on the rear air cars are applied 
and released from the engine. 

Two-Mile Test. Conductors should insist on the 
two mile running test being made before descending 
heavy grades and when approaching terminals, meet¬ 
ing points, railroad crossings, junction points, inter¬ 
locking plants, ends of double tracks and other danger¬ 
ous places where a stop may be required. This test 
is made by making a sufficient reduction of brake pipe 
pressure on freight trains to raise the equalizing piston 
with a 3 or 4-pound reduction, and noting the length 
and strength of the brake pipe exhaust. On passenger 
trains a io-pound reduction should be made and the 
engineman should feel the brakes take hold, in addi- 


AIR BRAKE INSTRUCTIONS. 


139 


tion to noting the length and strength of the brake 
pipe exhaust, and then release the brakes. 

Cutting Out Brakes. If the engineman cannot re¬ 
lease the brakes on a car by the use of the brake valve, 
the brakeman must turn the cut-out cock to a position 
parallel with that of the cross-over pipe. This pre¬ 
vents the air in the brake pipe from reaching the triple 
and auxiliary reservoir. The auxiliary reservoir still 
being charged and the brakes applied, the air must 
be released from the auxiliary, by opening the bleed 
cock on the reservoir. The employe making the test 
must then fill out and attach a card specifying the de¬ 
fects. 

Brake Pipe Leaks. Any leak found in the brake 
pipe should be remedied. If the leak is found in the 
hose and it cannot be repaired, it should be replaced 
with a new hose. If the leak is in the coupling, it may 
be due to a worn or defective gasket, which should 
be replaced with a new one. If the hose coupling is 
loose, insert a piece of wood back of the jaws to hold 
the couplings together. 

DEFECTIVE TRIPLE VALVE. 

• 

A dry or dirty condition of the triple valve will 
usually cause it to assume the emergency position 
when a service application of the brakes is made by 
the engineman. This is caused by the defective triple 
valve failing to respond to the first, and at times to 
the second service reduction in the brake pipe pres¬ 
sure. On the next reduction the difference between 
the brake pipe pressure and that contained in the 
auxiliary reservoir is so great that the triple piston is 


140 


AIR BRAKE INSTRUCTIONS. 


suddenly started from its release position and moves 
its full length of travel, causing an emergency applica¬ 
tion of the brakes. 

Locating Defective Triples by Sectional Tests. If 

the brakes on a car apply in the emergency during a 
service reduction in the brake pipe, the car should be 
located by means of a sectional test and then cut out 
by means of the cut-out cock in the cross-over pipe. 
The auxiliary reservoir should be bled by means of 
the bleed cock, thus releasing the air from the auxiliary 
reservoir and also releasing the brakes. A card show¬ 
ing the nature of the defect should then be attached 
to the car. The method of making a sectional test is 
as follows: Assuming that the train consists of seventy 
cars and a triple valve on a car becomes defective, 
causing the brakes to apply in the emergency when a 
service reduction in the brake pipe has been made by 
the engineman, the angle cock should be turned twenty 
cars from the engine, thus preventing the release or 
application of the brakes on the rear cars. The engine- 
man should then make a service reduction. If quick 
action of the brakes is not produced it indicates that 
the defective triple valve is in the rear portion of the 
train, and the angle cock behind the twenty cars should 
be opened, allowing the air pressure to flow through¬ 
out the train, recharging the auxiliaries. It will then 
be necessary to close the angle cock of the fortieth 
car from the engine and repeat the tests. If the brakes 
apply in the emergency it would show that the defec¬ 
tive triple valve is located in the second section of the 
twenty cars. A signal will then be given by the en¬ 
gineman to release the brakes and recharge the brake 
pipe and auxiliary reservoirs, then making a sufficient 


AIR BRAKE INSTRUCTIONS. 


141 

reduction to cause the pistons in the brake cylinders 
to move past the leakage .grooves. An inspection will 
show on what car of the second twenty the brakes 
have not applied. When this car has been found the 
engineman should make a further reduction, and if the 
brakes go into quick action, the car should be cut out 
by means of the cut-out cock in the cross-over pipe. 
If the defective triple cannot be located in the manner 
above described, divide the sections into eight or ten 
cars instead of twenty, and proceed in the same man¬ 
ner. 


DEFECTIVE BRAKE PIPE. 

A freight car having a broken or defective brake 
pipe should be switched to the rear of the train, and 
the angle cock turned at its front end, thus cutting 
out the air from the defective portion. 

Defective Passenger Brake Pipe. In the event of 
a broken brake pipe on a passenger car, the car may 
be left in its position in the train. The signal air pipe 
of this car should be connected with the brake pipe 
of the car ahead and the car behind by means of short 
hose sections, which form a part of the train equip¬ 
ment. These hose sections are provided with a brake 
pipe connection on one end and a signal line coupling 
on the opposite end. The brakes on the car which is 
connected in this manner cannot be operated as the air 
is cut off from the auxiliary reservoir and brake cyl¬ 
inder. The air signal can be used only on cars ahead 
of the one so connected. 


142 


AIR BRAKE INSTRUCTIONS. 


TRANSMITTING SIGNALS WITH CONDUC¬ 
TOR’S VALVE. 

If it becomes necessary to transmit a signal to the en- 
gineman from the cars behind the one connected in 
the manner explained in the foregoing paragraph, it 
may be done by making a slight reduction in the air 
pressure in the brake pipe, using the conductor’s emer¬ 
gency valve. The engineman should be notified that 
the signal line is out of service and that the conductor’s 
valve will be used in cases of necessity. Care must 
be taken not to set the brakes in emergency when 
using the conductor's valve for transmitting signals. 
This method of using the signal line temporarily when 
the train line is defective is preferable to switching 
the car to the rear of the train, which would cause 
loss of time and would disarrange the order of the cars 
in the train. Any change in the regular make-up of a 
passenger train will result in delays and annoyance. 

TRAIN PARTING. 


If the train breaks in two in the air connections, 
the brakeman should, after the train has come to a 
stop, turn the angle cock on the rear car of the first 
section ahead of the broken part, signal the engine- 
man to release the brakes, and then couple up to the 
rear section. The air connection must then be made, 
and the engineman will release the brakes on the en¬ 
tire train. After the brake pipe and auxiliaries are 
fully charged, a test must be made to see that the 
brakes on the head and rear cars apply and release. 


AIR BRAKE INSTRUCTIONS. 


143 


NUMBER OF AIR CARS IN TRAIN. 

All working air brake cars in a train should be in 
service and must represent at least 75 per cent, of the 
total number of cars in the train. 

By making a five or six pound reduction an engine- 
man can tell approximately how many cars are coupled 
up by the length and strength of the brake pipe ex¬ 
haust, but he cannot tell how many cars are cut in or 
working. 


CARS SET ON SIDINGS. 

When a car is placed on a siding, the air should be 
drained from the brake pipe and auxiliary reservoir, 
and the hand brake set. If the brake pipe and auxil¬ 
iary reservoir were charged, and the hand brakes were 
set, a leak in the brake pipe will cause the air brake 
to apply with so much greater force than the hand 
brake, that it may release the pawl or “dog” from the 
ratchet on the brake rod. When the air has leaked 
from the brake cylinder the car is without an applied 
brake. If the hand brakes are defective, the wheels 
must be blocked and the station agent notified. 

FLYING SWITCHES. 

The angle cocks of cars to be placed on a siding 
should always^ be left open and the auxiliary drained 
before making a flying switch, thus releasing all air 
from the car. This will prevent the brakes from ap¬ 
plying automatically before the switch has been com¬ 
pleted. 


144 


AIR BRAKE INSTRUCTIONS. 


TURNING ANGLE COCKS. 

The angle cock on the rear of the cars that are 
charged with air should always be opened gradually 
when coupling to cars not charged, in order that the 
reduction in brake pipe pressure will not cause a quick 
action application of the brakes on the charged cars. 

DETACHING ENGINE OR CHANGING MAKE¬ 
UP OF TRAIN. 

When picking up cars the air should be cut in on 
the siding for the purpose of having them fully charged 
before coupling onto the train, after which a terminal 
test should be made on the cars picked up, as well as 
seeing that the head and rear air cars set and release. 
When cars are set out, crossings cut or the engine de¬ 
tached for any purpose, a brake test should be made 
when recoupled to the train. 

UNNECESSARY OPENING OF BLEED COCKS. 

The practice of passing along a train and opening 
the bleed cocks of the auxiliary reservoirs is not a 
good one, for in many cases the opening of a bleed cock 
will cause an unnecessary leak. This leak will reduce 
the pressure in the auxiliary reservoir below that in 
the brake pipe and release the brake, thus depriving 
the train of the braking power of this car. 

ADJUSTING PISTON TRAVEL. 

/ 

If.the piston travel is too long or too short, it should 
be adjusted. Caution should be used to prevent acci¬ 
dents or personal injury when adjusting brakes or 
making repairs to the brake rigging. The cut-out cock 


AIR BRAKE INSTRUCTIONS. 


145 


in the cross-over pipe should first be closed, and the 
air released from the auxiliary reservoir by means of 
the bleed cock. This will prevent the brakes from ap¬ 
plying in the emergency in case a brake pipe or hose 
should burst in other parts of the train. 

The piston travel in the brake cylinder should be 
from six to eight inches. Less than six inches will 
cause the brake to apply with such force that on an 
empty car or a bad rail the wheels are liable to slide. 
A piston travel of more than eight inches will de¬ 
crease the braking power. 

USE OF HAND BRAKES. 

The hand brakes should be used on a train that is 
composed of part air brake cars and part non-air brake 
cars when backing in or out of sidings and when back¬ 
ing down descending grades, and should be used on 
an air brake train whenever called for by the engine- 
man and when leaving cars on a siding. 

Hand Brakes on Passenger Trains. Conductors 
and trainmen on passenger trains should immediately 
open the conductor’s valve whenever the engineman 
signals for brakes. If no air escapes from the valve 
it indicates that the air equipment it out of service 
and they should then immediately set the hand brakes. 

TRAIN PIPE OBSTRUCTIONS. 

If an angle cock is only partly open, or if there is 
an obstruction in the brake pipe, an emergency appli¬ 
cation of the brakes cannot be made on any car be¬ 
hind the obstruction or partly closed angle cock. The 
quick action triple valve can be operated in the emer¬ 
gency only by making a sudden reduction of brake 

10 


146 AIR BRAKE INSTRUCTIONS. 

pipe pressure. One of the most important duties of 
trainmen is to see that angle and cut-out cocks are 
given their full opening. 

MAKING UP TRAINS. 

A train may be made up in such a manner that the 
engineman cannot produce an emergency application 
of the air brakes by the use of the engineman’s brake 
valve, by placing four or more cars that are cut out 
together, four or more piped cars, or two dead locomo¬ 
tives together (a piped car is one that has a brake 
pipe with hose connections and angle cocks, but is not 
equipped with air brake attachments) prevents an 
emergency application, for the reason that it is impos¬ 
sible to make a sudden reduction of pressure at the 
triple valve on the car immediately behind the piped 
cars, the latter retarding the flow of air by frictional 
resistance through the brake pipe. Not more than 
three piped or cut-out cars should be coupled together, 
but should be spaced among other air brake cars or 
switched to the rear of the train. 

BROKEN GRADUATING SPRING. 

If there are more than seven cars in a train the 
breaking of the graduating stem or spring will have 
no appreciable effect upon the brakes. This is due to 
the fact that on a train of more than seven cars the 
reduction in the brake pipe pressure will take place 
slowly allowing the piston to travel slowly from the 
release to the service position. As soon as port z 
reaches a point opposite to port r, the air will imme¬ 
diately commence to flow from the auxiliary into the 


AIR BRAKE INSTRUCTIONS. 


147 


brake cylinder, reducing the pressure in the auxiliary 
reservoir until it equalizes with the pressure in the 
brake pipe. 

BROKEN GRADUATING PIN. 

A broken graduating valve pin, that part which 
connects the graduating valve to the piston stem, will 
often cause an emergency application of the brakes 
with a service reduction in brake pipe pressure. Other 
defects that will produce the same results are broken 
graduating springs, with seven cars or less, a sticky 
piston valve, or a bad brake pipe leak when a heavy 
reduction in brake pipe pressure is made. 

AUXILIARY RESERVOIR. 

The auxiliary reservoir is a place of storage from 
which the supply of compressed air is taken to apply 
the brakes on that particular car through suitable ports 
in the triple valve, and to the brake cylinder by re¬ 
ducing the pressure in the brake pipe, which causes 
the triple valve to assume service position. 

Effects of Auxiliary Leaks. Leaks in the auxiliary 
reservoir have no effect other than to release the 
brakes and increase the labor of the air pump, as the 
feed grooves are not large enough to cause an ap¬ 
preciable reduction in the brake pipe pressure with the 
pump in good working condition. Any leakage from 
the auxiliary reservoir will cause the brakes to release 
by the pressure in the auxiliary becoming less than 
that contained in the brake pipe, which would force 
the piston and slide valve to release position. 


148 


AIR BRAKE INSTRUCTIONS. 


Danger in Auxiliary or Cylinder Leaks. Auxiliary 
or cylinder leaks are more dangerous than brake pipe 
leaks, for the reason that they will release the brakes 
after being applied. The loss of braking power creates 
an element of danger and increases the possibilities of 
an accident. They will also cause the brakes to apply 
with greater force on the balance of the train when a 
given reduction in brake pipe pressure is made by 
means of the brake valve. The pressure in the brake 
pipe will flow through feed grooves in the triple valve 
and results in a constant loss of air pressure from the 
leak in the auxiliary. The effect of this continuous 
loss of pressure from the brake pipe will cause the 
brakes on all other cars to apply with greater force, 
as it has practically the same effect as a leak in the 
brake pipe. 

UNSEATED RUBBER SEATED VALVES. 

If a buzzing or humming sound is heard at the triple 
valve, it indicates that the rubber seated valve has be¬ 
come unseated or defective. This trouble may some¬ 
times be remedied by striking the body of the triple 
valve a quick, sharp blow with a piece of wood, or by 
cutting out the air from the triple valve by means of the 
cut-out cock in the cross-over pipe, draining the auxil¬ 
iary of all air and then quickly opening the cut-out 
cock. The sudden inrush of air often blows out the ob¬ 
struction which may have become wedged between the 
emergency valve and its seat. 

WHEELS SLIDING. 

Wheels generally slide at low and not at high 
speeds, as the friction between the wheel and brake 


AIR BRAKE INSTRUCTIONS. 


149 


shoe increases as the speed of the wheel decreases. 

The wheels on a passenger car are more liable to 
slide than those of a freight car, as a passenger car 
has a braking power with an emergency application 
of 90 per cent, of the light weight, while the braking 
power of empty freight cars is only 70 per cent, of the 
light weight. 

During cold weather trainmen should always ex¬ 
amine wheels before starting out, to see that no brake 
shoes are frozen to the wheels, which can be detected 
by watching the wheels to see that they revolve when 
the train is starting from the terminal or when stand¬ 
ing for a period of time between terminals. 

LEAKAGE GROOVES. 

The purpose of the leakage grooves in the brake 
cylinder is to provide for leakages or slight reduc¬ 
tions in brake pipe pressure which would cause the 
triple valve to move to service position, closing the 
triple exhaust. Any small volume of air that passes 
from the auxiliary reservoir to the brake cylinder can 
pass through the leakage grooves without forcing the 
piston out, and applying the brakes. Leakage grooves 
are from 2 1-2 to 3 1-2 inches long and are usually 
placed on the side or top of the brake cylinder, on the 
pressure end, or where the piston lies when the brake 
is released. 

REDUCTIONS AND APPLICATIONS. 

Many persons do not distinguish the difference be¬ 
tween a reduction and an application. An application 
consists of any number of reductions without releas- 


i 5 o 


.AIR BRAKE INSTRUCTIONS. 


ing the brakes, and may be made several times during 
an application. 

Amount of Reduction. When making a service re¬ 
duction with any given pressure the proportion it 
should be reduced to secure a full application of the 
brakes would, with a standard piston travel of 8 inches, 
be about two-sevenths of the brake pipe pressure, as 
the auxiliary reservoir is usually about 2 1-2 times 
larger than the brake cylinder. 

A io-pound reduction from a brake pipe pressure 
of 65 pounds will not apply the brake with greater 
force than a io-pound reduction from a 50-pound brake 
pipe pressure, as there is a pressure of only 10 pounds 
going to the brake cylinder, and it is above the equali¬ 
zation point for the two pressures. 

If a reduction of 20 pounds in brake pipe pressure 
is made with an 8-inch piston travel and a 70 pound 
brake pipe pressure, the auxiliary reservoir, brake cyl¬ 
inder and brake pipe pressure will equalize at about 
50 pounds. 

A greater pressure can be obtained in the brake 
cylinder by carrying a higher brake pipe pressure, 
shortening the piston travel, or making an emergency 
application with the quick action triple valve, and 
by the use of the retaining valves in a second applica¬ 
tion with both service and emergency applications. 

Over-Reduction. An over-reduction is one in 
which the brake pipe pressure is reduced below the 
point at which the auxiliary reservoir and brake cyl¬ 
inders equalize. It results in a useless waste of brake 
pipe air and an irregular and often a difficult release 
of the brakes. Also, if there is a defective packing 
ring and gasket in the triple valve on which the triple 


AIR BRAKE INSTRUCTIONS. 


I5i 

piston is seated, air can feed from the auxiliary reser¬ 
voir to the brake pipe, and decrease the braking power 
of the car having the defective packing ring. 

Number of Applications. One application of the 
brakes is all that is necessary to stop any train, but it 
is advisable on passenger trains to make two applica¬ 
tions in order to insure smooth and accurate stops, 
without danger of wheel sliding. More than one ap¬ 
plication is not advisable on freight trains on account 
of the uneven piston travel. On a long freight train 
with the old style triple valve, the head brakes will 
release before the rear brakes, allowing the slack to 
run out, with consequent danger of breaking in two. 
More than two applications should not be made in 
any case, as sufficient time would not be given be¬ 
tween applications for the auxiliary reservoirs to re¬ 
charge, thus decreasing the braking power. 

Service Applications With High Speed Pressure. 
With full high speed brake pipe pressure, three full 
service applications may be made without recharging 
the auxiliary reservoir, and there would still remain 
as much pressure in the auxiliary as is used with the 
ordinary brake. 

Emergency Applications. An emergency applica¬ 
tion should be made only in cases of actual emergency 
to prevent an accident. In making an emergency ap¬ 
plication the handle of the brake valve should be 
placed in full emergency position, or an angle cock 
opened, as quickly as possible, and left there. It is 
possible to get emergency action of the brakes with¬ 
out losing all brake pipe air, but it is not good prac¬ 
tice to attempt to save air at times of pressing danger, 
and is not advocated under any circumstances. If it 


i52 


AIR BRAKE INSTRUCTIONS. 


is practiced when several cars which are cut out are 
placed together, only the brakes ahead of these cars 
will go into emergency application, while those be¬ 
hind them will apply with only partial service action. 
If the brake valve is left in full emergency position a 
full service application will be had on all cars back 
of the cut-out cars, obstructed hose or partly closed 
angle cock, in addition to full emergency application 
on all cars ahead of them. The greatest possibility of 
danger that an engineman may thoughtlessly bring 
the brake valve past lap position too far, placing it in 
running position and thus releasing the brakes. Also 
if the brake valve were moved to lap position too 
quickly the sudden stoppage of air in the head end of 
the brake pipe would release the head brakes, which 
might also result in parting the train. 

RELEASING BRAKES. 

\ 

To release the brakes it is necessary to increase 
the brake pipe pressure the entire length of the train 
above the pressure in the auxiliary, a sufficient amount 
to overcome the frictional resistance of the triple pis¬ 
ton and slide valve. 

The length of time required for releasing depends 
entirely on the length of the train, the amount of the 
reduction and the size of the main reservoir. Ordinar¬ 
ily one-half second for each car is sufficient for the re¬ 
lease of all brakes. On short trains equalization of 
pressures takes place very rapidly. On long trains 
equalization takes place slowly, the rear end of the 
train receiving its increase of pressure more gradually, 
due partly to frictional resistance in the brake pipe. 


AIR BRAKE INSTRUCTIONS. 


153 


Sufficient Time for Releasing. Sufficient time 
should be given for all brakes to release. On trains 
of over 30 cars, the head brakes, being nearest the en¬ 
gine, charge more rapidly than the rear ones, due to 
the pressure being greater in the head end of the brake 
pipe than in the rear end. 

During the time that the pressure is reaching the 
rear end of the brake pipe on long trains, and the brake 
valve has been returned to running position, the brake 
pipe air equalizes from the head to the rear end, caus¬ 
ing the head brakes to reapply, which makes it neces¬ 
sary to again place the brake valve in release position 
for a few seconds, which will release the light applica¬ 
tion of the head brakes. A double release is thus re¬ 
quired on long trains to insure a full release of all 
brakes. 

Failure of Brakes to Release. If the brakes fail to 
release on a car at the rear of a long train, the trouble 
is usually due to a worn or defective triple piston 
packing ring. When the engineman places the brake 
valve in full release position the pressure in the main 
reservoir flows through the large opening in the brake 
valve to the brake pipe, and as it fills the brake pipe 
the increased pressure strikes each triple piston and 
forces it to release position, allowing the pressure in 
the brake pipe to enter and charge the auxiliary 
through the feed grooves. When the increased pres¬ 
sure in the brake pipe reaches the car with the defec¬ 
tive packing ring, it is not enough greater than the 
pressure in the auxiliary to cause the triple piston to 
move to release position, but instead the air feeds past 
the worn packing ring and charges the auxiliary reser- 


154 


AIR BRAKE INSTRUCTIONS. 


voir, the triple piston remaining in set position and 
failing thereby to release the brakes. 

When a light reduction is made in the brake pipe 
pressure on a long train, the pressure from the auxil¬ 
iary leaks past the defective packing ring as fast as 
the train pipe pressure is escaping to the atmosphere 
through the engineman’s brake valve without causing 
the triple piston to move from release to service po¬ 
sition, thus failing to apply the brake. 

Releasing Before Uncoupling. The air brakes 
should be released before uncoupling, which prevents 
the brake shoes from freezinz to the wheels and the 
triples from freezing in set position in cold weather. 
If the brakes are left applied when the engine is de¬ 
tached there will be an additional reduction from the 
brake pipe by leakage, which would require a larger 
volume of air to release the brakes when the engine 
was recoupled; also if the brakes released on a grade, 
the slack would run in, which might start the train. 
The air brakes should not be relied upon for holding 
a train on grades when the engine is cut off—hand 
brakes should always be used. 

Brakes Leaking Off. If the brake releases and 
There is no sound at the triple exhaust there is a leak 
in the pipe connection leading from the triple valve to 
the brake cylinder, a leak past the leather gasket in 
the brake cylinder, or a defect in the brake cylinder 
or head. If the car is equipped with the high speed 
reducing valve, it may be due to a defective valve, or 
a leak in the pipe connection leading to it. 

The leaks enumerated can be detected bv making 

- o 

a service application of the brakes and examining all 


AIR BRAKE INSTRUCTIONS. 


US 


pipe connections and joints with a torch while the 
brakes are applied. 

Distinguishing Leaks. To distinguish between a 
leaky body gasket or a leaky auxiliary tube on freight 
equipment from a leaky slide valve, apply the brakes, 
and if the leak is in the gasket or tube the blow will 
cease, while with a leaky slide valve the blow will 
continue. 

Check Valve Leaks. If a check valve leaks, it will 
have no effect when a full service application of the 
brakes is made, but will allow the brake cylinder pres¬ 
sure to leak back into the brake pipe, if an emergency 
application of the brakes is made, or the brake pipe 
pressure reduced below that in the brake cylinder by 
an over-reduction in brake pipe pressure. 

AUTOMATIC APPLICATION. 

If the brake suddenly applies without a reduction 
being made by the engineman, it may be caused by a 
burst hose, the train parting or the conductor’s valve 
being opened. 

If the train has parted and the sections come to a 
stop, or in case of a burst hose, the brake valve 
should be kept moving from running to lap position 
until the defective hose or leak is located by the train¬ 
men from the intermittent sound of the escaping air. 
When the defect has been located and the angle cock 
closed just ahead of it, the brakes should then be re¬ 
leased, the brake valve placed in lap position and ex¬ 
cess pressure obtained in the main reservoir, so that 
the brakes on the rear cars may be released when the 




156 AIR BRAKE INSTRUCTIONS. 

defective hose has been replaced or the train has been 
recoupled. 

USE OF TAIL HOSE. 

When backing up a train with the tail hose in use, 
the brake pipe should first be blown out before at¬ 
taching the hose, the terminal or road test of the air 
brakes should be made by the engineman and a test 
of the tail hose should then be made by the trainmen 
stationed on the rear car. The latter test should be 
made after the train is in motion, the first application 
being made about 200 feet or three car lengths from 
the starting point. If a slow-down is not felt within 
this distance the engineman should bring the train 
to a stop and ascertain why the test has not been made. 
Following either a slow-down or a stop, when a sig¬ 
nal to continue backing is given, the brake valve 
should be moved to release position, as in making a 

regular brake release, to insure a release of all brakes. 

» 

The engineman should apply the automatic brakes 
whenever it is required to insure the safety of the 
train, in the absence of a sufficient application from 
the tail hose. 

Trainmen should understand that in operating the 
brakes with the tail hose, the valve of the tail hose 
should be opened slowly and the opening gradually 
-increased until the valve is wide open, or the train 
has slowed down as much as desired or has been 
brought to a stop. This valve should not be opened 
and closed. If the application has been too hard the 
closing of the valve will allow the brakes to release 
and recharge. The rapidity with which the valve is 
opened should be determined by the speed, the length 


AIR BRAKE INSTRUCTIONS. 


157 


of the train and the distance within which it must 
be stopped. In cases of emergency the valve should 
be instantly opened to its full extent. 

TWO OR MORE ENGINES COUPLED. 

When two or more engines are coupled together 
the engineman on the leading engine should do the 
braking, as his view is not obstructed, and he is able 
to exercise the better judgment in handling the brakes. 


THE WESTINGHOUSE QUICK ACTION 

TRIPLE VALVE. 


The quick action valve receives its name from 
three distinct operations it performs in response to 
variations of brake pipe and auxiliary reservoir pres¬ 
sures, which are (i) it charges the auxiliary reser¬ 
voir; (2) applies the brakes; (3) releases the brakes. 
'File various positions of the working parts of the 


triple in accomplishing 
Figs. 1, 2, 3 and 4. Fig. 
slide-valve and its seat. 

List of Parts. The 
valve, as shown in Fig. 

2. Triple Valve Body. 

3. Slide Valve. 

4. Main Piston. 

5. Piston Packing Ring. 

6. Slide Valve Spring. 

7. Graduating Valve. 

8. Emergency Piston. 

9. Emergency Valve 

Seat. 

10. Emergency Valve. 

11. Emergency Valve 

Rubber Seat. 

12. Check Valve Spring. 


these results are shown in 
5 is a perspective view of the 

various parts of the triple 
, are as follows: 

13. Check-Valve Case. 

14. Cliec k-Valve Case 
Gasket. 

15. Check Valve. 

16. Strainer. 

19. Cylinder. Cap. 

20. Graduating Stem Nut. 

21. Graduating Stem. 

22. Graduating Springs. 

23. Cylinder Cap Gasket. 
28. Emergency Valve 

Nut. 

i and k. Feed Grooves. 


Strainer 16 is designed to exclude foreign matter 
from the triple valve. Piston 4 operates in response 
to variations of brake pipe and auxiliary reservoir 

CSS 



WESTINGHOUSE TRIPLE VALVES. 


159 



Fig. 1. 

Release and Charging Piston. 





















































































































































































i6o WESTINGHOUSE TRIPLE VALVES. 


pressures, to open and close feed groove i, and con¬ 
trols the movement of the slide valve and graduating 
valve. The latter is secured to the piston stem by a 
pin, shown by- dotted lines. 

The graduating valve (in a service application), 
moved by a main piston, controls the flow of air from 
the auxiliary reservoir through ports W and Z of the 
slide-valve. 

The slide-valve, moved by the main piston, con¬ 
trols communication between the brake cylinder and 
the atmosphere, between the auxiliary reservoir and 
the brake cylinder, and also between the auxiliary and 
the chamber above emergency piston 8. 

Charging. Air from the brake pipe enters the 
triple valve at a (Fig. i) and flows through passages 
e, f, g and h, past the main piston, through feed 
grooves i in the bushing and k in the piston seat, and 
thence through chamber m to the auxiliary reservoir, 
as indicated. Air continues to flow from the brake 
pipe to the auxiliary reservoir until the pressures 
equalize, when the main piston is balanced. 

The main piston constitutes a movable partition 
wall, separating the brake pipe and auxiliary reser¬ 
voir pressures, and in studying the operation, of the 
triple valve under various conditions the first essen¬ 
tial consideration is always as to which face the main 
piston is exposed to the greatest pressure, as this de¬ 
termines the direction in which it will move. The 
usual brake pipe pressure is seventy pounds, acting 
upon both faces of the main piston when the brake 
pipe and auxiliary reservoirs are fully charged. 

Service Application. To apply the brakes for a 
service stop, a gradual reduction of brake pipe pres- 




WESTINGHOUSE TRIPLE VALVES. 161 





TO BRAKE 
CYL'O. 


FROM BRAKE PIPE 


f- 



Y~ 

| 24 

J 






y. 

* 





j 

u: 


J. 


|J 

2 


pH 

g 

16 

pi 

n 



i§ 



Fig. 2. 


Service Position. 


11 


























































































































































































162 WESTINGHOUSE TRIPLE VALVES. 


sure is required, and for the purpose of illustration 
the first reduction will be one of five pounds, thus 
leaving a pressure of sixty-five pounds to act upon 
the brake pipe face of the main piston, while the orig¬ 
inal seventy pounds still operate upon the auxiliary 
reservoir face. As a result of this reduction, the 
greater auxiliary reservoir pressure forces the main 
piston to the left. As the piston moves it closes feed 
groove i, cutting off communication between the brake 
pipe and the auxiliary reservoir, and unseats grad¬ 
uating valve 7, establishing communication between 
transverse passage W and port Z of the slide-valve. 
When the graduating valve has become unseated, the 
collar at the end of the piston steam engages the slide- 
valve, which is then also moved to the left by the fur¬ 
ther movement of the piston, thereby cutting off com¬ 
munication between exhaust cavity n in the slide-valve 
and passage r leading to the brake cylinder. The 
movement of the main piston to the left is arrested 
by contact of its stem j -with graduating stem 21, which 
is held in position by graduating spring 22. In this 
position port Z in the slide-valve registers with port 
r, and auxiliary reservoir air flows through ports W 
and Z of the slide-valve and passage r to the brake 
cylinder at C (Fig. 2). When the auxiliary reservoir 
pressure has become slightly less than that (sixty-five 
pounds) upon the brake pipe face of the main piston, 
the greater brake pipe pressure forces the piston back 
sufficiently to seat the graduating valve as shown in 
Fig. 3. This is known as “lap” position. 

If it is afterwards desired to apply the brakes with 
greater force, a further brake pipe reduction is made 
which again leaves the auxiliary reservoir pressure 


WESTINGHOUSE TRIPLE VALVES. 163 



Fig. 3. 

Lap Position. 

















































































































































































164 WESTINGHOUSE TRIPLE VALVES. 


in excess of that in the brake pipe, which will force 
the main piston to the left and unseat graduating valve 
7. A corresponding further reduction of auxiliary res¬ 
ervoir pressure results, through the discharge of air 
into the brake cylinder. Such brake pipe reductions 
may be repeated until the auxiliary reservoir and 
brake cylinder pressures are equal. The brakes are 
then fully applied and any further brake pipe reduction 
is a waste of air. A total reduction of about twenty 
pounds causes the brake pipe, auxiliary reservoir, and 
brake cylinder pressures to equalize. 

Emergency Application. A gradual or service re¬ 
duction of brake pipe pressure causes the main piston to 
move to the left until stem j encounters stem 21, when 
the tension of the graduating spring prevents a further 
movement, but a sudden brake pipe reduction causes the 
main piston to move out so quickly that graduating 
spring 22 cannot withstand the impact of stem j, but 
yields so that the piston moves to the position shown in 
Fig. 4. In this position a diagonal slot in the slide-valve 
(Fig. 5) uncovers port t (indicated by dotted lines just 
below the letter Z), which admits air from the slide-valve 
chamber to the chamber above emergency piston 8. Pis¬ 
ton 8 is thereby forced downward and unseats emergency 
valve 10, allowing the pressure in the small chamber Y, 
above check-valve 15, to escape into the brake cylinder. 
The brake pipe pressure almost instantly raises the check- 
valve, and the brake pipe air rushes through chambers a 
and Y into the brake cylinder at C. Air from the auxil¬ 
iary reservoir simultaneously flows through port S of the 
slide-valve and passage r into the brake cylinder, but 
port S being very small in comparison with the passage¬ 
way through chambers a , Y and C, only a small amount 


WESTINGHOUSE TRIPLE VALVES. 165 



Fig. 4. 

Emergency Position. 























































































































































































166 WESTINGHOUSE TRIPLE VALVES. 


of auxiliary reservoir air reaches the brake cylinder be¬ 
fore the brake pipe and cylinder pressures are equalized, 
allowing the check-valve to seat, preventing the air 
from escaping fro mthe cylinder to the brake pipe. It 
thus may be seen that in an emergency application an 
increased brake cylinder pressure is secured through 
the presence of the air supplied by the brake pipe, in 
addition to that from the auxiliary reservoir, which is 
the only source of air pressure for the brake cylinder 
during a service application of the brakes. 

The rapid discharge of air from the brake pipe into 
the brake cylinder, in addition to the sudden reduction 
made at the brake-valve, causes a similar operation of 
the triple valve upon the next car. The operation of that 
triple valve similarly affects the next, and so on serially 
throughout the train. 

Release. To release the brakes, the engineman ad¬ 
mits main reservoir pressure into the brake pipe,, thus in¬ 
creasing the pressure upon the brake pipe face of the 
main piston until it becomes greater than that upon the 
auxiliary reservoir side, and forcing the piston to its 
normal or release position, shown in Fig i. In this posi¬ 
tion the air in the brake cylinder is discharged through 
passage r, exhaust cavity n in the slide-valve, and pas¬ 
sage p to the atmosphere, either directly or through the 
pressure retaining valve. Feed groove i being again 
uncovered, the auxiliary reservoir becomes recharged 
with air from the brake pipe. 

Purposes of the Triple Piston, Slide and Gradua¬ 
ting Valves. The duty of the triple piston is to open 
and close the feed groove and to guide the movement of 
the slide-valve and graduating valve, and also to form a 


WESTINGHOUSE TRIPLE VALVES. 167 


dividing line between the auxiliary reservoir and brake 
pipe pressures. 

The purpose of the slide-valve is to open and close 
communication between the brake cylinder and the at¬ 
mosphere and to open and close communication between 
the auxiliary reservoir and the brake cylinder in con¬ 
junction with the graduating- valve and the triple pis¬ 
ton. It is also the duty of the slide-valve in the quick 



Fig. 5 . 

Slide Valve and Seat. 


acting triple to open and close communication between 
the auxiliary reservoir and the emergency piston, and 
between the auxiliary reservoir and the brake cylinder 
in conjunction with the triple piston. 

The duty of the graduating valve is to graduate the 
flow of air from the auxiliary reservoir to the brake 
cylinder. 

DEFECTS OF THE WESTINGHOUSE QUICK 
ACTION TRIPLE VALVE. 

Defects that will cause a blow at the triple exhaust 
are, the slide valve held off its seat by dirt, the slide valve 
seat cut, a defective gasket 15 between the auxiliary and 






















168 WESTINGHOUSE TRIPLE VALVES. 


the triple valve, defective gasket between the brake cylin¬ 
der head and the triple valve, auxiliary tube b in freight 
equipment becoming cracked, defective check case gas¬ 
ket 14, or a defective rubber seated valve 10. 

A slide valve leak, defective gasket between the triple 
and auxiliary, cracked auxiliary tube b, or leaky gasket 
between the triple and brake cylinder would have the 
effect of reducing the pressure in the auxiliary reservoir 
and releasing the brake, while a leaky gasket 14 or a leak 
in the rubber seated valve 10 would reduce the brake 
pipe pressure and tend to set the brake with greater force. 

How to Distinguish Leaks. To distinguish be¬ 
tween the various blows at the triple exhaust, a ten-pound 
reduction should be made. If the blow stops, the brake 
sets harder, then releases, and the blow starts again at 
the triple exhaust, the trouble is due to a leak between 
the triple and auxiliary or between the triple and brake 
cylinder, or a cracked auxiliary tube b. But if, after 
making the reduction, the blow continues and the brake 
releases, it would be due to a defective slide valve, while 
if the blow stopped at the triple exhaust, the brake set 
harder and did not release, it would indicate a leak at 
gasket 14 or at the rubber seated valve. 

A leaky bleed cock, a leak in the pipe connection 
leading from the triple valve to the auxiliary reservoir or 
the pipe connection leading from the triple to the brake 
cylinder, the packing leather in the brake cylinder be¬ 
coming worn, the piston not covering the leakage 
grooves, or a leak between the brake cylinder head and 
the cylinder will also release the brake. 

The effect produced by a leak at the graduating 
valve is uncertain and would depend on the conditions 
connected with it. When the brake is applied the 


WESTINGHOUSE TRIPLE VALVES. 169 


triple valve assumes lap position. If the graduating 
valve leaks, the auxiliary pressure gradually reduces 
and the brake pipe pressure forces the piston and slide- 
valve back until the blank on the face of the slide- 
valve between ports z and u is in front of port r. This 
blank space is only a trifle wider than port r. If the 
valve is in good condition and works smoothly, the 
brake should not release, but if it works hard it is like¬ 
ly to jump when it moves, thus opening the exhaust 
port and releasing the brake. 


NEW TYPES OF WESTINGHOUSE 
TRIPLE VALVES. 


The greatly changed conditions in the operation 
of railway trains during the past few years, incident 
to the employment of locomotives capable of handling 
long trains of freight cars, as well as the large number 
of air brakes in such trains, also the air brake require¬ 
ments in connection with passenger trains, have cre¬ 
ated conditions which the well known types of triple 
valves have in many instances proved unable to meet. 

By reference to cuts showing the arrangement of 
the ports in the slide-valve, graduating valve and 
slide-valve bushing of this new type of triple (Fig. 7) 
it will be noted that the general arrangement of the 
ports is along each side of the longitudinal center line, 
rendering it somewhat difficult to follow the course 
of air through them with sectional views in which the 
actual arrangement of ports is shown. Diagrammatic 
cuts are used, therefore, for illustrating the valves in 
their several positions, all ports and passages having 
been so rearranged as to place them on a single plane. 
In preparing these cuts the actual proportion and me¬ 
chanical construction of the valves has been sacrified 

# 

for the purpose of making them as easily understood 
as possible. 

In this new valve, the triple piston, slide-valve and 
graduating valve are the same in their relation to each 
other as in the older well known types of triples, the 
graduating valve, however, being of the sliding type 
and located on top of the slide-valve. The triple pis¬ 
ton constitutes a movable partition separating brake 

170 



WESTINGHOUSE “K” TRIPLE 


i/i 

pipe and auxiliary reservoir pressure. To apply or 
release the brake, air pressure is reduced or increased 
until a sufficient differential is created on opposite 
sides of the piston to overcome the friction of the pis¬ 
ton packing ring and slide-valve. 

THE TYPE “K” TRIPLE VALVE. 

The new quick action freight triple valve, desig¬ 
nated as type “K”, facilitates train movements, in¬ 
creases the factor of safety in handling trains, and re¬ 
duces damage to lading and equipment in so far as 
they are affected by air brake operation. 

Improvement Over the Old Type Triple. The old 
type “H” quick action freight triple valve was de¬ 
signed to meet the requirements of the time when fifty 
car trains, thirty ton capacity cars and moderate speed 
were maximum conditions. But the increased train 
lengths, higher speed and greater car capacities of the 
present have demanded certain modifications to meet 
these, and anticipate future requirements. 

The “K” triple embodies every feature of the old 
type, and in addition three new ones called the Quick 
Service, Retarded Release and Uniform Recharge. It 
not only works in harmony with the old valves, but 
greatly improves the action of the latter when they 
are mixed in the same train. They have many parts 
in common, are interchangeable, and the old type 
quick action triple can be converted into the new, with¬ 
out the loss of many parts. 

Quick Service. The quick service feature, which 
produces a quick serial operation of the brakes in ser¬ 
vice application, has been obtained by utilizing the 


172 


WESTINGHOUSE “K” TRIPLE. 


well known principle of quick action in emergency 
applications, by which each triple valve augments the 
brake pipe reduction by discharging brake pipe air 
into its brake cylinder. The essential difference is that 
in emergency the maximum braking power is always 
obtained with both the old and new types of valves, 
while with the new valve, the power of its quick ser¬ 
vice application is always under complete control and 
is governed by the reduction made at the brake-valve. 
The result is that the quick service feature insures 
the prompt and reliable response of every brake; elim¬ 
inates the undesirable use of emergency applications 
where an unforeseen danger or the need of making 
accurate stops frequently necessitates such applica¬ 
tions with the old standard freight brake equipment; 
reduces the possible loss of air due to its flowing back 
through the feed grooves from the auxiliary reservoir 
to the brake pipe, or by the leakage grooves in the 
cylinders, and gives a more uniform application of the 
brakes throughout the train. 

Release Feature. The retarded release feature, 
which insures practically a uniform release of all 
brakes, has been effected by .automatically restricting 
the exhaust of air from the brake cylinders at the 
head end of the train, and allowing all others to re¬ 
lease freely. To obtain this result requires merely 
the usual correct method of operating the brake valve, 
the retarded release being due to the quick and con¬ 
siderable rise in brake pipe pressure which occurs in 
the brake pipe for about twenty-five or thirty cars 
from the locomotive in long trains. This is possible, 
for the reason that the frictional resistance to the flow 
of air through the brake pipe prevents the building 


WESTINGHOUSE “K” TRIPLE 


i73 


up of brake pipe pressure in the balance of the train 
faster than it can flow into the auxiliary reservoirs. 

Recharging. The uniform recharge of the auxil¬ 
iary reservoirs throughout the train is obtained by the 
fact that when the triple valve is in retarded release 
position the charging ports between the brake pipe 
and the auxiliary reservoir are automatically restrict¬ 
ed. As long as the release of brake cylinder exhaust 
is retarded, the recharge is restricted, and since the 
one feature depends upon the other the restricted re¬ 
charge operates only on the first twenty-five or thirty 
cars back of the locomotive, the remaining brakes re¬ 
charging normally, thus insuring practically a simul¬ 
taneous recharge of all brakes in the train. 

This feature not only avoids the overcharge of the 
auxiliary reservoirs on the front cars and the subse¬ 
quent undesired reapplication of their brakes, but, by 
drawing less air from the brake pipe, permits the in¬ 
crease in brake pipe pressure to travel more rapidly 
to the rear for the purpose of- releasing and recharging 
those brakes. 

Sizes of Valves. The new triple valve is at pres¬ 
ent manufactured in two sizes, the K-i for use with 
eight inch freight car brake cylinders, corresponding 
with the H-i and the K-2 for use with ten inch freight 
car brake cylinders, corresponding with the Id-2. Each 
valve is marked with its designation on the side of 
the valve body, and the Iv-2 may be distinguished 
from the K-i by the fact that it has three, instead of 
two, bolt holes in the reservoir flange. Also, in order 
to distinguish the type “K” valves from the old stand¬ 
ard type, their exterior being similar when they are 
attached to the auxiliary reservoir, a lug is cast on the 


174 


WESTINGHOUSE “K” TRIPLE. 


top of the valve body. This enables any one to dis¬ 
tinguish them at once. 

List of Parts. Fig. 6 shows a vertical cross section 
of this valve, and the names of the various parts as fol¬ 
lows : 


2. Valve Body. 

3. Slide-Valve. 

4. Piston. 

5. Piston Packing Ring. 

6. Slide-Valve Spring. 

7. Graduating Valve. 

8. Emergency Piston. 

9. Emergency Valve 

Seat. 

10. Emergency Valve. 

11. Emergency Valve 

Rubber Seat. 

12. Check-Valve Spring. 

13. Check-Valve Case. 

14. Cliec k-Valve Case 

Gasket. 

15. Check-Valve. 

16. Air Strainer. 

17. Union Nut. 

18. Union Swivel. 

19. Cylinder Cap. 

20. Graduating Stem Nut. 

21. Graduating Stem. 


22. Graduating Spring. 

23. Cylinder Cap Gasket. 

24. Bolt and Nut. 

25. Triple Valve Cap and 

Screw. 

26. Drain Plug. 

27. Union Gasket. 

28. Emergency Valve 

Nut. 

29. Retarding Device 

Bracket. 

30. R e t a r d i n g Device 

Screw. 

31. Retarding Device 

Stem. 

32. Retarding Device 

Washer. 

33. Retarding Device 

Spring. 

34. Retarding Device 

Stem Pin. 

35. Gr a d u a t i n g Valve 

Spring. 


Positions of Ports, Passages and Cavities. Fig. 7 
shows the relative positions of the ports and cavities 
in the slide-valve, graduating valve and slide-valve 
seat. As it is difficult to show all of these in a single 


WESTINGHOUSE “K” TRIPLE 


175 


section, diagrammatic cuts of the valve are used, show¬ 
ing it in each of its principal positions, all ports and 
passages having been so arranged as to place them on 
one plane. In preparing these cuts the actual propor¬ 
tion and mechanical construction of the valve have 
been disregarded for the purpose of making the con¬ 
nections of ports and the operation of the valve more 
easily understood. 

Retarding Device. Referring to Fig. 6 the branch 
from the brake pipe connects at union swivel 18. The 
retarding device bracket 29 projects into the auxiliary 
reservoir, and by its construction free communication 
exists between the auxiliary reservoir and chamber R, in 
which slide-valve 3 and graduating valve 7 operate. The 
retarding device stem 31, through its extension into 
chamber R and the action of its spring 33, forms the 
stop against which the stem of piston 4 strikes when it 
moves to release position, from right to left in the cut, it 
being shown in full release. 

Openings. The opening marked “To Brake Cyl¬ 
inder” comes opposite one end of the tube which leads 
through the auxiliary reservoir to the brake cylinder, 
when the valve is bolted in place on the end of the auxil¬ 
iary reservoir. This opening in the triple valve leads to 
chamber X over the emergency valve to and under emre- 
gency piston 8, it also leads through port r to the seat 
under slide-valve 3. The emergency piston 8 and the 
parts below it are the same as in the older quick action 
freight triple valve. Port y (shown by dotted lines) 
connects chamber Y, between check-valve 12 and emer¬ 
gency valve 10, with port y in the valve-seat (Fig. 6). 

(Note.) Dotted lines are used to indicate a port or 
part which is hidden by other parts of the mechanism, 


iy6 


WESTINGHOUSE “K” TRIPLE. 


and would not be seen when looking at the device from 
the point of view taken. Some examples of this are 
shown in Fig. 8. 



FROM 

BRAKE 

PIPE 


*T □ AUXILIARY 
RESERVOIR 


TO BRAKE 
JCYLINDER 


Fig. 6. 

Cross Sectional View. 


Ports. Port t connects the slide-valve seat with the 
chamber above emergency piston 8.. Port p is the 
exhaust port to the atmosphere. Port j in the slide- 
valve begins at the face as shown by the top view (Fig. 
8) and passes around other ports in the valve to a 
smaller opening in the top. (Port j does not exist in the 
K-i triple valve, as will be explained later.) Port o is 
similarly arranged, except that the openings in the top 
























































































































































WESTINGHOUSE “K” TRIPLE 


177 


ll 

FACE. VIEW 

GRADUATING VALVE . 


@ @ 1..2L> 

Kt nr 

l 

FACE VIEW 

<J \ _ 

z-0 «*!«!... 

-l 


TOP VIEW 

GLIDE VALVE. 



SLIDE VALVE BUSK. 


Fig. 7. 


12 



























178 


WESTINGHOUSE “K” TRIPLE. 


and bottom are alike in size. Port q runs directly 
through the slide-valve, hut is smaller at the top than at 
the face of the valve, and the smaller part is out of cen¬ 
ter with the larger part. Ports ^ and z run through the 



valve and connect with cavities in the face; port z also 
has a cavity at the top. 

Cavities. The face view of the graduating valve 
shows that it has a small cavity v. This valve is of the 
slide-valve type, and it seats on top of the slide-valve, 
where it controls the upper ends of ports q, 0 and /. 
The purpose of cavity v is to connect the upper ends of 





































































































































WESTINGHOUSE “K” TRIPLE 


179 


ports 0 and q in a service application, which will be ex¬ 
plained in detail later. 

As shown by the face view of slide-valve, 11 is a long 
cavity, having a narrow extension at the right hand end. 
This cavity connects the ports through which the air es¬ 
capes from the brake cylinder in releasing. Port b is 
cut diagonally from the face until it just cuts into the 
edge at the top of the slide-valve. It admits auxiliary 
reservoir pressure to port t in an emergency application. 

With this explanation and by occasional reference 
from the diagrammatic views to those in Fig. 6, the same 
ports being lettered alike, a clear understanding will be 
obtained of both the operation and actual arrangement 
of the ports of the triple valve. 

Full Release and Charging Position. Fig. 8 is a 
diagrammatic view of the triple valve in this position. Air 
from the brake pipe flows through passage a to c and 
cylinder cap f, and ports g to chamber h ; thence through 
feed groove i, now open, to chamber R above the slide- 
valve, which is always in free communication with the 
auxiliary reservoir. The feed groove is of the same 
dimension as that of the old standard H-i triple valve, 
which is designated to properly charge the auxiliary res¬ 
ervoir of an eight-inch brake cylinder and prevent any 
appreciable amount of air from feeding back into the 
brake pipe from the auxiliary reservoir during an appli¬ 
cation. For this reason the feed groove of. the K-2 triple 
valve is made the same size as the K-i, so that it is 
necessary in the K-2 triple to increase the charging port 
area, through which the air can feed into the auxiliary 
reservoir sufficiently to enable it to handle the greater 
volume of the auxiliary reservoir of a ten-inch brake 
cylinder. In order to do this, the small port j is added 


i8o 


WESTINGHOUSE “K” TRIPLE. 


to the slide-valve of the K-2 triple valve only; this port 
registers with port y in the slide-valve seat when in full 
release position. Air then passes from chamber Y, 
through ports y and j to chamber R and the auxiliary 
reservoir. Brake pipe air in a raises check-valve 15 and 
supplies chamber Y with air as fast as it is required. 
Port j is so proportioned that the rate of charging the 
auxiliary reservoir of a ten-inch brake cylinder is made 
practically the same as that of the eight-inch, which in full 
release is fed through the feed groove i only. 

In the following description the K-2 triple valve only 
is referred to; the operation of the K-i is exactly the 
same except for the absence of port j. 

Air flows from the brake pipe to the auxiliary reser¬ 
voir until their pressures become equal, when the latter 
is then fully charged. 

Quick Service Application. To make a service ap¬ 
plication of the brakes air pressure is gradually reduced 
in the brake pipe and thereby in chamber h. As soon 
as the remaining pressure in the auxiliary reservoir and 
chamber R becomes enough greater than that in chamber 
h to overcome the friction of the piston 4 and graduat¬ 
ing valve 7, these two move to the left until the shoulder 
on the end of the piston stem strikes against the right- 
hand end of the slide-valve, when it also is moved to the 
left until the piston strikes the graduating stem 21, which 
is held in its place by the compression of the graduating 
spring 22. The parts of the valve are then in the posi¬ 
tion shown in Fig. 9. The first movement of the grad¬ 
uating valve closes the feed groove i, preventing the air 
from feeding back into the brake pipe from the auxiliary 
reservoir, and also opens the upper end of port z in the 
slide-valve, while the movement of the latter closes the 


WESTINGHOUSE “K” TRIPLE. 


' 181 


connection between port r and the exhaust port p, and 
brings port z into partial registration with port r in the 
slide-valve seat. Auxiliary reservoir pressure then flows 



Fig. 9. 

Quick Service Position. 


through port z in the slide-valve and port r in the seat to 
the brake cylinder. 

At the same time the first movement of the graduat¬ 
ing valve connected the two ports o and q in the slide- 
valve by the cavity v in the graduating valve, the move¬ 
ment of the slide-valve brought port o to register with 
port y in the slide-valve seat and port q with port t. Con- 
































































































































182 


AESTINGHOUSE “K” TRIPLE. 


sequently, the air pressure in chamber Y flows through 
ports y, o, v, q and t, thence around the emergency piston 
8, which fits loosely in its cylinder,, to chamber X and the 
brake cylinder. When the pressure in chamber Y has 
reduced below the brake pipe pressure remaining in a, the 
check-valve raises and allows the brake pipe air to flow 
by the check-valve and through the ports above men¬ 
tioned to the brake cylinders. The size of these ports is 
so proportioned that the flow of air from the brake pipe 
to the top of emergency piston 8 is not sufficient to force 
the latter downward and thus cause an emergency appli¬ 
cation, but at the same time takes considerable air from 
the brake pipe, thus increasing the rapidity with which 
the brake pipe reduction travels through the train. 

ADVANTAGES OF THE “K” TYPE TRIPLE 
VALVE IN QUICK SERVICE APPLICATION. 

With the old style quick action triple valve in ser¬ 
vice application, all of the brake pipe reduction is 
made at the brake-valve, and the resulting drop in 
pressure passes back through the train at a rate de¬ 
pending on its length, size of brake pipe, number of 
bends, corners, etc., which cause friction and resist¬ 
ance. A much heavier application of the head than of 
the rear brakes is also caused at the beginning of the 
application, thereby running the slack in, which is 
liable at low speeds to be followed by the slack run¬ 
ning out suddenly when the rear brakes do apply, 
causing a loss of time and difficulty in making quick 
slow-downs and accurate stops and, with very long 
trains, results in such serious losses through leakage 
grooves and feed grooves as to lose a portion of the 


WESTINGHOUSE “K” TRIPLE. 183 

braking power and even prevent some brakes from 
applying. With this new triple valve, only a small 
part of the reduction is made at the brake-valve, while 
each triple acts momentarily as a brake-valve to in¬ 
crease the reduction under each * car, thereby ren¬ 
dering the resistance and friction in the brake pipe 
of much less effect and hastening the application 
throughout the train. This is called the “Quick Ser¬ 
vice" feature, and by means of it the rapidity of a full 
service application on a fifty car train is increased 
about fifty per cent. The rapid reduction of brake 
pipe pressure moves the main piston 4 quickly to the 
service position and cuts off any flow back from the 
auxiliary reservoir through the feed groove to the 
brake pipe; it rapidly drives the brake cylinder piston 
beyond the leakage groove and prevents loss of air 
through it, and yet permits the applying of brakes 
with as moderate a brake force as desired. It also 
greatly reduces the brake pipe reduction necessary at 
the brake-valve for a certain brake cylinder pressure, 
due to the fact (1) that part of the reduction takes 
place at each triple valve, and (2) that the air taken 
from the brake pipe into the brake cylinder gives a 
little higher pressure than if the auxiliary reservoir 
pressure alone were admitted, thus requiring a smaller 
brake pipe reduction for the same cylinder pressure. 

Full Service Position. With short trains the brake 
pipe volume, being comparatively small, will reduce 
more rapidly for a certain reduction-at the brake-valve 
than with long trains. Under such circumstances the 
added reduction at each triple valve by the quick ser¬ 
vice feature might bring about so rapid a brake pipe 
reduction as to cause quick action and an emergency 


184 


vVESTINGHOUSE “K” TRIPLE. 


application, when only a light application was in¬ 
tended. But this is automatically prevented by the 
triple valve itself. From Fig. 9 it will be noted that in 
the quick service position port z in the slide-valve and 
port r in the seat do not fully register. Nevertheless 
the opening is sufficient to allow the air to flow from 
the auxiliary reservoir to the brake cylinder with suf¬ 
ficient rapidity to reduce the pressure in the auxiliary 
reservoir as fast as the pressure is reducing in the 
brake pipe, when the train is of considerable length. 
But if the brake pipe reduction is more rapid than 
that of the auxiliary, the difference in pressures on 
the two sides of piston 4 soon becomes sufficient to 
compress the graduating spring slightly and move the 
slide-valve to the position shown in Fig. 12. In this 
psition quick service port y is closed, so that no air 
flows from the brake pipe to the brake cylinder. 

The brake pipe reduction being sufficiently rapid 
there is no need of the additional quick service reduc¬ 
tion, so the triple valve cuts it out. Also ports z and 
r are fully open and allow the auxiliary reservoir pres¬ 
sure to reduce more rapidly, so as to keep pace with 
the more rapid brake pipe reduction. 

Lap Position. When the brake pipe reduction 
ceases air continues to flow from the auxiliary reser¬ 
voir through ports z and r to the brake cylinder, until 
the pressure in chamber R becomes less than that of 
the brake pipe to cause piston 4 and graduating valve 
7 to move to the right until the shoulder on the piston 
stem strikes the left-hand end of slide-valve 3. As 
the friction of piston and graduating valve is much 
less than that of the slide-valve, the difference in pres¬ 
sure which will move the piston and the graduating 


WESTINGHOUSE “K” TRIPLE. 



valve will not be sufficient to move all three; conse¬ 
quently the piston stops in the position shown in Eig. 
io. This movement has caused the graduating valve 
to close port z, thus cutting off any further flow of 



r fvvgyyy//; 


v////.'///A 


Fig. 10. 
Lap Position. 


air from the auxiliary reservoir to the brake cylinder. 
Consequently no further change in air pressure can 
occur, and this position is called “lap” because all 
ports are lapped; that is, closed. 

If it is desired to make a heavier application a fur¬ 
ther reduction of brake pipe pressure is made, and the 




































































































































VVESTINGHOUSE “K” TRIPLE. 


186 

operation described above repeated until the auxiliary 
reservoir and brake cylinder pressures become equal, 
after which any further brake pipe reduction is only 
a waste of air. About twenty pounds brake pipe re¬ 
duction will give this equalization. 

Retarded Release and Charging Position. The K 
triple valve has two release positions, full release and 
retarded release. Which one of its ports will move 
when the train brakes are released depends upon how 
the brake pipe pressure is increased. If slowly, it will 
be full release, and, if quickly and considerably, it will 
be retarded release. ’ . 

It is well known that in freight train service when 
the engineer releases the brakes the rapidity with 
which the brake pipe pressure increases on any car 
depends on the position of the car in the train. Those 
cars towards the front receiving the air first will have 
their brake pipe pressure raised more rapidly than 
those in the rear with the old standard apparatus. 
This is due to two things, (i) the friction in the brake 
pipe; (2) the fact that the auxiliary reservoirs in the 
front at once begin to recharge, thus tending to re¬ 
duce the pressure head by absorbing a quantity of air 
and holding back the flow from the front to the rear 
of the train. The retarded release feature of this new 

f 

triple valve overcomes the second point mentioned, 
taking advantage of the first while doing so. The 
friction of the brake pipe causes the pressure in cham¬ 
ber h to build up more rapidly on triple valves toward 
the front than those in the rear. As soon as its pres¬ 
sure is enough greater than auxiliary reservoir pres¬ 
sure remaining in chamber R after the application 
above described to overcome the friction of the pis- 


WESTINGHOUSE “K” TRIPLE. 


187 


ton, graduating valve and slide-valve, all three are 
moved toward the right until the piston stem strikes 
the retarding device stem 31. The latter is held in 
position by the retarding device spring 33. If the rate 
of increase of the brake pipe pressure is small, as, for 



Fig. 11 . 

Retarded Release Position. 


example, when the car is near the rear of the train, 
the triple valve parts will remain in this position, as 
shown in Fig. 8, the brakes will release and the auxil¬ 
iary reservoirs recharge as described under “Full Re¬ 
lease and Charging.” If, however, the triple valve is 
near the head of the train and the brake pipe pres- 




































































































































WESTINGHOUSE “K M TRIPLE. 


188 

sure builds up more rapidly than the auxiliary reser¬ 
voir can recharge, the excessive pressure in chamber 
h will cause the piston to compress retarding device 
spring 33 and move the triple valve parts to the posi¬ 
tion shown in Fig. n. 

Exhaust cavity n in the slide-valve 3 connects port r 
leading to the brake cylinder with port /> to the atmos¬ 
phere, and the brake will release; but as the small exten¬ 
sion of cavity n (Fig. 11) is over port p discharge of air 
from the brake cylinder to the atmosphere is quite slow. 
In this way the brakes on the front end of the train re¬ 
quire a longer time to release than those on the rear. 
This feature is called the “Retarded Release,” and, al¬ 
though the triple valves near the locomotive commence 
to release before those in the rear, as is the case with the 
old type triple valve, yet the exhaust of brake cylinder 
pressure in retarded release position is sufficiently slow 
to allow the rear brakes to release first. This permits of 
releasing the brakes on very long trains at low speeds 
without danger of a severe shock or break-in-two. 

At the same time the back of the piston is in contact 
with the end of the slide-valve bushing and, as these two 
surfaces are ground to an accurate fit, their contact ef¬ 
fectually cuts ofif communication between chambers h 
and R through feed groove i, preventing air from feed¬ 
ing through from the brake pipe to the auxiliary reser¬ 
voir by this path. Also port / in the slide-valve registers 
with port y in the slide-valve seat, and pressure in cham¬ 
ber Y can flow through ports y and / to chamber R and 
the auxiliary reservoir. Chamber Y is supplied with air 
under these circumstances by the check-valve 15 raising 
and allowing brake pipe air to flow past it. The area of 
port / is abo ut half that of feed groove i, so that the rate 


WESTINGHOUSE “K” TRIPLE. 


189 


at which the auxiliary reservoir will recharge is much 
less than when the triple valve is in full release position. 

As the auxiliary reservoir pressure rises and the 
pressures on the two sides of piston 4 become nearly 
equal, retarding device spring 31 forces the piston, slide- 
valve,. graduating valve and retarding device stem back to 
the full release position, shown in Fig 8, when the re¬ 
mainder of the release and recharging will take place as 
previously described under “Full Release and Charging.” 

These features of the new valve are always available, 
even when mixd in trains with the old standard, the 
beneficial results being in proportion to the number of 
new valves present. 

Emergency Position. Emergency position is the 
same with the K triple valve as with the old type. Quick 
action is caused by a sudden and considerable reduction 
in brake pipe pressure, no matter how caused. This fall 
in brake pipe pressure causes the difference in pressures 
on the two sides of piston 4 to increase very rapidly, so 
that the friction of the piston, slide-valve and graduating 
valve is quickly and easily overcome, and they move to 
the left with such force that when the piston strikes the 
graduating stem it compresses graduating spring 22, 
forcing back the stem and spring until the piston seats 
firmly against gasket 23, as shown in Fig. 12. The 
movement of the slide-valve opens port t in the slide- 
valve seat and allows auxiliary reservoir pressure to 
flow to the top of emergency piston 8, forcing the latter 
downward and opening emergency valve 10. The pres¬ 
sure in chamber Y being instantly relieved allows brake 
pipe air to raise the check-valve 15 and flow rapidly 
through chambers Y and X to the brake cylinder, until 
brake cylinder and brake pipe pressures equalize, when 


190 


WESTINGHOUSE “K” TRIPLE. 


both check-valve and emergency valve are forced to their 
seats by the spring in the former, preventing the pressure 
in the cylinders from escaping hack into the brake pipe. 
At the same time port s in the slide-valve registers with 
port r in the slide-valve seat, and allows auxiliary reser¬ 



voir pressure to flow to the brake cylinder. But the size 
of ports ^ and r is such that very little air gets through 
them before the brake pipe pressure has stopped venting 
into the brake cylinder. This sudden discharge of brake 
pipe air into the brake cylinder has the same effect on the 
next triple valve as would be caused by a similar dis- 






































































































































WESTINGHOUSE “K” TRIPLE. 


191 

charge of brake pipe air to the atmosphere. In this way 
each triple valve applies the next, thus giving the quick 
and full application through the greater amount of brake 
pipe air admitted to the brake cylinders. The rapidity 
with which the brakes apply throughout the train is so 
much increased that in a fifty car train it requires less 
than three seconds; the brake cylinder pressure is also 
increased approximately twenty per cent. 

The release after an emergency is affected in exactly 
the same manner as after a service application, but it re¬ 
quires longer time, owing to the higher brake cylinder 
pressures and lower brake pipe pressures. 


THE WESTINGHOUSE TRAIN 
AIR SIGNAL SYSTEM 


PRESSURE REDUCING VALVE. 

The pressure reducing valve is a valve connected 
to the main reservoir and used for supplying air to the 
signal system at a lower pressure than that in the main 
reservoir. The best results are obtained by using a 
pressure of forty pounds, which is considered standard. 

A short, quick exhaust or reduction is necessary 
to cause the whistle to sound properly. The signal 
valve operates on the same principle as the quick ac¬ 
tion part of the triple valve, which is thrown into op¬ 
eration by a short, quick exhaust, while a longer 
though a more gradual reduction would cause only a 
service application. With the signal apparatus a short, 
quick reduction will cause the whistle to respond, 
while a long, gradual reduction will not cause it to 
sound. 

When a slow, gradual reduction of the signal line 
pressure is made, instead of reducing the pressure in 
the signal line below that in the chamber under the 
diaphragm, the pressure feeds from this chamber back 
into the signal line, thus removing the power that 
should operate the diaphragm or signal valve. This 
action is also assisted by the pressure reducing valve, 
which is open and feeding into the signal line at all 
times when the pressure is reduced below forty 
pounds. 


192 



TRAIN AIR SIGNAL SYSTEM. 


193 


Fig. 4, Plate 1, is a vertical sectional view of the 
improved signal reducing valve. The operative parts 
of the reducing valve are Supply Valve 4, Supply 
Valve Spring 6, Reducing Valve Piston 7, Piston Rod 
10, Diaphragm 11 and Regulating Spring 13. 

Operation of the Reducing Valve. The normal po¬ 
sition of the reducing valve is open as shown in Fig. 
4, Plate 1. When the valve is in this position air en¬ 
ters from the main reservoir at connection A; the sup¬ 
ply valve being off its seat permits the air to pass by 
the seat of this valve into diaphragm chamber C, 
thence through port b to the signal pipe connection B. 

The signal line pressure is present at all times on 
the diaphragm, and when the desired pressure in the 
signal line is attained it exceeds the tension of regu¬ 
lating spring 13 and the diaphragm is forced to its 
lower position, permitting supply valve spring 6 to 
seat supply valve 4, thus shutting off the flow of air 
from the main reservoir to the signal line. 

The purpose of the cut-out cock is to afford a means 
of cutting off the main reservoir pressure from the 
supply valve whenever it is necessary to remove the 
valve for any purpose, with pressure in the main res¬ 
ervoir. 

After the air has passed through the reducing valve 
it passes to the signal line throughout the entire train 
and also to the whistle signal valve, causing it to be¬ 
come charged. 

SIGNAL VALVE. 

Fig. 1, Plate 1, is a sectional view of whistle signal 
valve in its normal position. The purpose of this valve 
is to regulate the flow of air to the signal whistle. The 

13 


TRAIN AIR SIGNAL SYSTEM. 



Plate 1—Figres 1-2-3 and 4. 


T o Main Signal Pipe 





















































































































































TRAIN AIR SIGNAL SYSTEM. 


195 


two compartments A and B are separated by dia¬ 
phragm 12, and diaphragm stem 10 secured thereto ex¬ 
tends through bushing 9, its lower end acting as a 
valve on seat 7 of cap nut 16, above passage e. Dia¬ 
phragm stem 10 fits bushing 9 snugly for a short dis¬ 
tance below its upper end, to where a peripheral 
groove is cut in the stem below which it is milled in 
triangular form. 

Operation. While the system is being charged, 
air enters the valve from the signal line, passes through 
port d into chamber A, above the diaphragm; also through 
port C and around piston stem 10 into chamber B, causing 
the air pressure to equalize above and below diaphragm 
12. When a quick reduction is made in the signal line it 
causes a reduction of pressure in chamber A, above the 
diaphragm. The pressure in chamber B then being the 
greater causes the diaphragm to raise, lifting signal 
valve 16 off its seat. The air pressure in chamber B 
passes by diaphragm stem 10 and unites with the air 
pressure passing through port C, thence through port 
e, below the valve-stem, into the pipe leading to the 
whistle, which causes a blast. The same reduction of 
signal line pressure which causes the signal valve to 
operate also causes the reducing valve to open, which 
permits main reservoir pressure to flow into the sig¬ 
nal line, restoring the pressure. This raises the signal 
line pressure and also causes pressure to be raised in 
chamber A, above the diaphragm, moving it to its 
lower position, as shown in big. 1. Equilibrium of 
pressure quickly occurs in chambers A and B, and the 
valve at the lower end of stem 10 returns to its seat. 


TRAIN AIR SIGNAL SYSTEM. 



THE CAR DISCHARGE VALVE. 

The car discharge valve is usually located outside 
the car, above the door, and opposite the opening 
through which the signal cord passes. A branch pipe 
extends from the main signal pipe to the car discharge 
valve, and in this pipe is placed a one-half inch cock, 
by means of which the valve on the car may be cut out 
when desired. 

The pressure in the signal line is reduced by means 
of the car discharge valve and can be operated from 
any part of the car by means of a cord known as the 
whistle cord. 

Operative Parts. The operative parts of the car 
discharge valve are the Discharge Valve 3. Discharge 
Valve Spring 4, and Discharge Valve Handle 5. The 
normal position of this valve is closed, as shown in 
Fig. 2, Plate 1. 

Operation. The valve is operated by means of 
valve handle 5, which is in the form of a lever. By 
moving this lever in either direction it forces dischaige 
valve 3 from its seat, which compresses discharge 
valve spring 4, thus permitting air pressure to escape 
from the signal line to the atmosphere. 

When operating the air whistle signal the car dis¬ 
charge valve should be held open for at least one sec¬ 
ond in order to produce a proper blast of the whistle. 

An intermission of about three seconds should be 
allowed between blasts on trains of five cars or less 
and one second should be added for each additional car in 
the train. The spacing of the blasts is necessary in order 
to give the air pressure in the signal valve sufficient 


TRAIN AIR SIGNAL SYSTEM. 


197 


time to equalize above and below the diaphragm of 
the signal valve between each blast of the whistle. 

DEFECTS OF THE AIR SIGNAL SYSTEM. 

Failing to Charge. If the signal line fails to charge 
it should first be noted that it is cut in between the 
tank and the first car and all angle cocks on the train 
are open, except the one on the rear end of the train, 
which should be closed, and that the reducing valve is 
cut in and properly adjusted. If the trouble still con¬ 
tinues it may be due to the choke in the reducing valve 
becoming stopped up so that no air can pass through, 
a collapsed hose lining which would block the passage 
or, in cold weather, the signal line between the tank 
and engine may be frozen. 

Failure of Whistle to Sound. If the signal line is 
properly charged and an exhaust occurs at the dis¬ 
charge valve when the whistle cord is pulled properly, 
but the whistle fails to give a blast, the trouble may 
be due to the strainer in the tee-pipe connection of the 
branch pipe to the signal line being partly stopped up ; 
port d of the signal valve being stopped up so that no 
air can enter to charge it; stem 10 of the signal valve 
becoming worn sufficiently loose in bushing 9 to allow 
the pressure in chamber B to reduce as rapidly as that 
in chamber A; the signal valve diaphragm becoming 
baggy or having a hole in it; the passage in bushing 7 
becoming stopped up, or stem 10 fits too tightly in 
bushing, not allowing chamber B to charge; the bell 
of the signal whistle not being properly adjusted or its 
bowl filled with dirt; the whistle being located so that 
the wind blowing across the bowl from an open cab 


198 


TRAIN AIR SIGNAL SYSTEM. 


window preventing it from sounding, or the choke ill 
the reducing valve being too large, allowing the sig 
nal line to be charged as fast as the reduction is being 
made. 

One Long Blast. If the air whistle gives one long 
blast it may be due to the reductions being made too . 
close together or diaphragm stem 10 working stiffly 
in bushing 9, in which event the passage at e would 
remain open until a sufficient difference of pressure 
existed in chambers A and B to force stem 10 to its 
seat. 

Two or More Blasts. If the air whistle gives two 
or more blasts each time the cord is pulled the trouble 
is due to a stiff diaphragm or diaphragm stem 10 fit¬ 
ting too loosely in bushing 9, in which event the reduc¬ 
tion in chamber A would allow chamber B to respond 
too quickly and reduce its pressure below that in 
chamber A, causing chamber A pressure to force stem 
10 to its seat, nd this would be repeated several times 
during one reduction of chamber A pressure. 

Whistle Sounding When Brakes are Released. If 
the air whistle gives a blast each time the brakes are 
released it indicates that the signal line pressure is 
charged up to that in the main reservoir, which is 
caused by the tension of the regulating spring being 
too great, the supply valve of the reducing valve be¬ 
ing held from its seat, or a leak past the diaphragm, 
and the opening in the .spring casing stopped up. 

When the signal line is overcharged it can be de¬ 
tected from the train by a strong discharge of air from 
the discharge valve, and on the engine by the signal 
whistle, as the bell of the whistle is adjusted for a 
pressure of forty pounds instead of ninety. 


TRAIN AIR SIGNAL SYSTEM. 


uj<j 


Testing Signal Line Pressure. A test of the pres 
sure in the signal line can be made from the engine 
without the use of a test gauge by shutting off the ait 
pump, gradually reducing the main reservoir pressure 
and watching the red hand of the air gauge. When 
the whistle blows the air gauge will indicate the pres¬ 
sure in the signal line. 


COMBINED FREIGHT CAR CYLIN¬ 
DER AND AUXILIARY RESER¬ 
VOIR WITH TRIPLE VALVE 
ATTACHED. 


The combined freight car cylinder and reservoir (Fig. 
13) is the usual form of equipment applied to freight 
cars. On a part of the cars in use the cylinders and 
auxiliary reservoirs are separated, but the triple valve, 
auxiliary reservoir and brake cylinder are the same in 
both cases. The auxiliary reservoir 10 is simply a hol¬ 
low shell for the purpose of storing air for use in the 
brake cylinder upon the same car. Pipe b provides com¬ 
munication between the triple valve and the brake cyl¬ 
inder. Upon passenger cars this pipe does not pass 
through the auxiliary reservoir, but the operation of the 
brake is the same—it is simply a different arrangement 
of the same parts. 

Fig. 14 shows a sectional view of the passenger 
car brake cylinder with special head and triple valve at¬ 
tached to it, in the same manner in which the triple is 
connected to the auxiliary on freight equipment. 

List of Parts and Their Purposes. 2 is the brake 

cylinder; 3 is the piston and sleeve in which the push 
rod connected with the system of brake levers is in¬ 
serted; 4 is the non-pressure cylinder head; 9 is the re¬ 
lease spring, which forces piston 3 to release position 
when the air pressure is released from the pressure end 
of the cylinder ; 7 is a packing leather, which is pressed 
against the cylinder wall to prevent air from escaping past 

200 



# 

CYLINDER & AUXILIARY RESERVOIR. 201 



Fig. 13 


























































































202 CYLINDER & AUXILIARY RESERVOIR. 


the piston; 8 is a round spring packing expander, which 
serves to hold the flange of the packing leather against 
the walls of the cylinder; 6 is the follower plate, which, 

m 

by means of studs and nuts 5, clamps the packing leather 
to the piston; and a is a small groove, indicated by dotted 
lines in the wall of the cylinder, called the leakage groove. 



Fig. 14. 

If the exhaust port on the slide-valve of the triple 
valve should in any manner become obstructed when it 
is not desired to have the brakes applied a slight flow 
of air into the brake cylinder will, instead of forcing the 
piston out, escape through leakage groove a to the at¬ 
mosphere at the non-pressure end of the cylinder. 

Valve 17, usually placed on the upper side of the 
auxiliary reservoir, is known as the release valve. A 
rod extends from the arms of this valve to each side of 
the car. Pulling either rod unseats the valve and dis¬ 
charges air from the reservoir for the purpose of releas¬ 
ing the brake. 

Sizes of Brake Cylinders. Brake cylinders with a 
diameter of six, eight, ten, twelve, fourteen and sixteen 
inches, and of various lengths, are used on cars of various 










































































CYLINDER & AUXILIARY RESERVOIR. 203 

capacities. 1 he size of the brake cylinder is determined 
by the total light weight of the car resting on the rails. 

Sizes of Reservoirs. A reservoir 10x24 inches is 
required with eight inch cylinders on passenger cars; 
ten-inch cylinders are used with 12x33 reservoirs on 
passenger equipment; twelve-inch cylinders are used with 
I4x33inch reservoirs, passenger equipment; fourteen- 
inch cylinders with i6x33~inch reservoirs with engine, 
tender and passenger equipment, while with a sixteen- 
inch cylinder on passenger equipment a reservoir 16x42 
inches is used. For freight car equipment, on which 
cylinders six, eight and ten inches in diameter are used, 
a standard cast iron reservoir of different sizes adapted 
to each size of cylinder must be used. 

DEFECTS OF THE BRAKE CYLINDERS. 

Any leakage from the brake cylinder will cause the* 
brake to release. This is usually caused by the packing- 
leather becoming cut or very dry and not forming an air¬ 
tight joint between the piston and the cylinder wall. 

If the expanding ring is not placed in its proper posi¬ 
tion the packing leather will not be held against the cyl¬ 
inder wall, thus permitting a leakage. In some cases it 
will also bind the piston, preventing it from returning 
to release position after the pressure has been exhausted. 

A broken or weak piston release spring will fail to 
force the piston to its normal or release position after the 
pressure has been exhausted from the cylinder. 

If the leakage groove becomes stopped up, and the 
exhaust port is obstructed, it will possibly cause the 
brakes to set slowly if a leak exists to the brake cylin¬ 
der, as the air that is admitted to the cylinder cannot es¬ 
cape past the piston. 


AUTOMATIC SLACK ADJUSTER 


The automatic slack adjuster is a simple mechanism, 
by means of which a predetermined piston travel is con¬ 
stantly maintained, compelling the brakes of each car to 
do their full amount of work, thus securing from the 
brakes their highest efficiency, eliminating the danger of 
causing flat wheels, which is likely to occur with a wide 
range of piston travel. This device establishes the run¬ 
ning piston travel, that is, the piston travel when the 
brakes are applied while the car is in motion and, since 
this is the time during which the brakes perform their 
work, the running travel is the important one. Hand 
adjustment of brakes necessarily relies upon the stand¬ 
ing travel, and it is only coarsely graded by the spacing 
of the holes in the dead lever guides. 

Operation. The slack adjuster is shown in Figs. 15, 
16 and 17. The brake cylinder piston acts as a valve to 
control the admission and release of brake cylinder pres¬ 
sure to and from pipe b (Fig. 15, through port a in the 
cylinder. Port a is so located that when the piston un¬ 
covers port a, brake cylinder air flows through pipe b into 
slack adjuster cylinder 2, where the small piston 19 (Fig. 
16) is forced outward, compressing spring 21. Attached 
to piston stem 23 is a pawl extending into casing 24, 
which engages ratchet wheel 27, mounted within casing 
24, upon screw 4 (Fig. 15). When the brake is released 
and the brake cylinder piston returns to its normal posi¬ 
tion the air pressure in cylinder 2 escapes to the atmos¬ 
phere through pipe b, port a and the non-pressure head 
of the brake cylinder, thus permitting spring 21 (Fig. 16) 
to force the small piston to its normal position. 

204 



AUTOMATIC SLACK ADJUSTER. 


205 



Fig\ 15. 








20 () 


AUTOMATIC SLACK ADJUSTER. 


In so doing the pawl turns the ratchet wheel upon 
screw 4 and thereby draws lever 5 slightly in the direc- 



APPLIED 

Fig. 16. 


RELEASED 

Fig. 17. 


tion of the slack adjuster cylinder, thus shortening the 
piston travel and forcing the brake-shoe nearer the 





































































AUTOMATIC SLACK ADJUSTER. 


207 


wheels. As the pawl is drawn back to its normal posi¬ 
tion a lug on the lower side strikes projection a (Fig. 17) 
on the cylinder, thus raising the outer end of the pawl, 
disengaging it from the ratchet wheel and thus permit¬ 
ting the screw to be turned by hand if desired. The 
screw mechanism is so proportioned that the piston travel 
is reduced only about one thirty-second inch by each 
operation, which removes the danger of unduly taking up 
false travel. 

Improper Adjustment. If the piston travel is 
found to be too long when the small pipe leading to the 
adjuster cylinder is free from obstruction and the pack¬ 
ing leather in the adjuster cylinder is free from leakage, 
it is more than probable that the slack has been taken up 
through an application, with only partial release of the 
hand brakes, and full release occurring only after the 
shoes have had time to- wear. If the piston travel be¬ 
comes too short it will be found that some of the slack 
in the brake rigging has been taken up by the hand brake 
where the two work in opposition or the dead levers 
have been moved. 

Purpose of the Slack Adjuster. The purpose of 
the slack adjuster is to maintain a predetermined piston 
travel, as by constant wear the brake-shoes become thin¬ 
ner, which causes the brake piston to travel further and 
results in reducing the brake cylinder pressure and the 
holding power of the brake. 

The automatic adjuster regulates the piston to its 
proper running or working travel, regardless of the 
length of travel, or whether the car has high or low lever¬ 
age. Therefore, if all cars in a train were equipped with 
automatic adjusters the travel of all pistons would be 


208 


AUTOMATIC SLACK ADJUSTER. 


uniform when the brakes were set to slow down or stop 
the train, the same brake cylinder pressure would be had 
on all cars at each and every reduction and all cars in 
the train would develop equal braking power. 

As the work of the automatic adjuster is based on 
running travel the travel of the pistons will be uniform, 
but the standing travel of the pistons will not necessarily 
be uniform on all cars in the train. 


PRESSURE RETAINING VALVES. 


STANDARD RETAINING VALVE. 



The standard type of pressure retaining valve used 
on six, eight and ten-inch cylinders is shown in Figs. 18 
and 19. It consists of weighted valve 4, enclosed in cas- 


Fig. 18. Fig. 19. 

ing 3, and seating in passage b ; this valve is screwed on 
to the further end of a pipe leading to the exhaust port of 
the triple valve. 

Operation. When the handle of the pressure re¬ 
taining valve is turned downward, pointing perpendicu¬ 
larly (Fig. 18) the pressure escapes from the brake cyl- 
14 209 


















































































210 


PRESSURE RETAINING VALVES. 


inder through the retaining valve pipe to the retaining 
valve, where it escapes freely to the atmosphere, entering 
the retaining valve at X, passing through ports b and c 
to the atmosphere. In this position the valve is not in 
operation and has no duty to perform. 

When the handle of the retaining valve is turned up¬ 
ward, pointing horizontally, the direct outlet from the re¬ 
taining valve pipe is closed. As shown in Fig. 19, the air 
is discharged from the brake cylinder through the triple 
valve, retaining valve pipe and ports b, a and b, as before. 
Port c now being closed, the air pressure must lift 
weighted valve 4 and pass to the atmosphere through the 
restricted port d. All pressure over fifteen pounds will 
hold the valve from its seat and escape through a small 
port in the cage. This valve is so proportioned that it 
will seat only when fifteen pounds or less pressure is ex¬ 
erted upon it. Thus the last fifteen pounds is retained in 
the brake cylinder, which is sufficient to steady the train 
while the auxiliary reservoirs are being recharged. 

The retaining valve not only holds a braking power 
of fifteen pounds in the cylinders, but the passageway out 
of the casing to the atmosphere is restricted to such an 
extent that a considerable time is consumed in discharg¬ 
ing the brake cylinder pressure through the small port. 
This renders the release of the brake much slower and 
exerts a retarding effect, which gives more time for the 
recharging of the auxiliary reservoir. 

Difference in Sizes of Port d. Port d is not the 
same size on all retaining valves. It is one-sixteenth inch 
on the retaining valves used on six, eight and ten-inch 
cylinders and one-eighth inch in those used with twelve, 
fourteen and sixteen-inch cylinders. These port sizes 
give a restriction which requires from thirty to sixty 


PRESSURE RETAINING VALVES. 


211 


seconds for the cylinder pressure to escape down to the 
amount limited by the weighted valve. The figures given 
cover the standard retaining valve. This has been found 
by repeated tests to be the standard pressure for cars in 
interchange service, and gives good results in braking on 
long grades without excessive heating of wheels. In 
mountain districts there are other types of retaining 
valves used to some extent, but they are not considered 
standard and are not in general use. 

Advantages of the Retainer. The retaining valve 
also permits of a much safer handling of trains, the main¬ 
tenance of a more uniform rate of speed down heavy 
grades and a saving of air pressure. It gives an in¬ 
creased cylinder pressure and a higher braking power 
with a lower consumption of air pressure, and in addi¬ 
tion permits of a greater reserve in stopping power for 
emergencies. 

The retaining valve cannot be used to advantage in 
driver brake operation. This is due to the fact that driv¬ 
ing brake packing generally leaks and the various con¬ 
nections in the brake cylinder pipe frequently become 
loose, causing a leakage. With these avenues of escape 
for pressure the retaining valve is unable to perform 
its functions. The driver brake retaining valve has 
almost entirely given way to the combined automatic and 
straight air brake, which overcomes the leakage difficul¬ 
ties. 

DEFECTS OF THE RETAINER. 

If there is a steady leakage of pressure at the retain¬ 
ing valve when the brake is released the trouble will be 
found in the triple valve. 

If the retaining valve handle has been turned upward 


212 


PRESSURE RETAINING VALVES. 


in a horizontal position, the brakes then released, and 
after a few moments the handle is turned downward and 
no air escapes, the trouble is not in the retaining valve, 
but is caused by a leaky joint or connection in the pipe 
or by the valve being held from its seat by dirt. If there 
is no leakage it indicates a leak at the brake cylinder 
packing. 

If air fails to pass through the retaining valve, with 
the handle turned down and the brakes remain set, the 
trouble should be looked for at the exhaust port, which 
may have become stopped up by an accumulation of dirt. 

f THE HIGH AND LOW PRESSURE 
RETAINING VALVE. 

The great value of the standard pressure retaining 
valve in the safe handling of trains on heavy grades has 
been demonstrated repeatedly. The growing severity of 
modern braking conditions, as a result of which average 
loads of seventy-three tons per brake on trains of twenty- 
five or more cars over grades of two hundred feet to the 
mile are frequently encountered, has brought about sev¬ 
eral methods for increasing the certainty of controlling 
such heavily loaded trains; one by raising the brake pipe 
pressure from seventy to ninety pounds, which gives a 
greater reserve for a re-application after release; an¬ 
other by increasing the percentage of braking power and 
using the standard pressure retaining valve; a third by 
the introduction of a special pressure retaining valve. 

The standard retaining valve is designed to maintain 
a brake cylinder pressure of fifteen pounds while the 
auxiliary reservoirs are being recharged, and ordinarily 
this pressure is sufficient. Under extreme conditions, 


PRESSURE RETAINING VALVES. 


213 


however, it has proved desirable to increase the amount 
of pressure retained in the brake cylinders during the re¬ 
charge of the auxiliary reservoirs to thirty and some¬ 
times fifty pounds. This condition has been met by the 



Fig 20 . 


Fig. 21. 



manufacture of a high and low pressure retaining valve 
which fully meets these requirements. It will be under¬ 
stood that this valve is only an accessory to the regular 
brake apparatus and is not intended to replace the more 
important factors required in heavy freight service, such 
as adequate braking power, proper size cylinders, suitable 



















214 PRESSURE RETAINING VALVES. 


leverage and the exercise of good judgment in the main¬ 
tenance and operation of the brakes. 

Operation. This new retaining valve is very similar 
to the standard type in general design and location, but 
is modified an indicated in Figs. 20 and 21. The main 
difference consists in the addition of a cylindrical weight 
10, which surrounds the usual weight, and is lifted by it 
whenever valve handle 5 is manipulated to retain thirty 
pounds. When handle 5 is placed in the horizontal posi- • 
tion one of two eccentric lugs on it raises pin 9 and also 
outer weight 10, the latter to the top of its movement. 
During such time inner weight 4 alone retains the pres¬ 
sure. 

If the handle is placed in the intermediate position 
marked “high pressure” (Fig. 21) neither eccentric lug 
nor handle 5 touches lifting pin 9, and consequently out¬ 
side weight 10 rests upon the top of inner weight 4 and 
the air pressure must raise both weights before it can 
escape to the atmosphere. When the handle is placed 
vertically as shown in Fig. 20, the air passes directly 
to the atmosphere, thus cutting out the retaining valve, 
while'at the same time the other eccentric lug on the 
handle raises the lifting pin and outside weight so that 
the small weight alone rests on the valve-seat. 

Positions of the Handle. The exhaust and low 
pressure positions of this retaining valve are similar to 
those of the standard retaining valve. Thus, when cars 
equipped with this valve are running in localities free 
from heavy grades, where the train crews are familiar 
only with the standard valve, they cannot by mistake place 
the handle in the high pressure position. The letters 
“H. P.” and “L. P.,” indicating respectively high pres¬ 
sure and low pressure, are cast on the body of the valve 


PRESSURE RETAINING VALVES. 


215 


so as to still further assist in indicating the positions of 
the valve handle. 

The development of this retainer was coincident with 
a series of interesting and valuable tests made by a lead¬ 
ing railway company with a view of determining' what 
is actually required to hold heavy trains under perfect 
control when descending heavy grades, through using 
higher air pressure, special pressure retaining valves, 
water brake on the locomotive, and the combined auto¬ 
matic and straight air brake equipment on the engine 
and tender. The results of these tests indicate that to 
suitably control such trains, the minimum brake pipe 
and auxiliary reservoir pressures should not fall below 
seventy pounds, in order to give sufficient reserve brak¬ 
ing power to stop the train on a heavy grade in case of 
necessity. 

This at once necessitates an increase in air pressure 
throughout the system, as standard maximum brake pipe 
pressure is seventy pounds. Although this increase was 
provided, this change alone did not suffice to control the 
trains, and a special high and low pressure retaining 
valve was introduced, which was designed to retain a 
cylinder pressure of twenty-five pounds for use upon 
grades of two and one-half per cent or less and fifty 
pounds for grades approximately four per cent. It 
should be stated, however, that the conditions surround¬ 
ing these tests were extreme, and that the high and low 
pressure retaining valves furnished as standard are pro¬ 
portioned for fifteen and thirty pounds respectively. This 
type of retainer is subject to the same defects as the 
standard retainer. 




THE WESTINGHOUSE HIGH 
SPEED BRAKE. 


The principles involved in the high speed brake are as 
follows: (i) The friction between the brake-shoes and 
the wheel, which tends to stop the rotation of the wheel, 
becomes less as the rapidity of the rotation of the wheel 
increases; (2) the adhesion between the wheel and the 
rail remains practically constant, regardless of the speed. 

At high speeds a greater brake cylinder pressure with 
a corresponding increase in brake-shoe pressure can be 
used without danger of sliding wheels; but in such cases 
it is also necessary to provide a means for reducing the 
high cylinder pressure, as the speed of the train is de¬ 
creased. This is accomplished by means of the auto¬ 
matic reducing valve shown in vertical cross section in 
Fig. 22. A horizontal cross section of this valve, through 
the point at which the connecting pipe to the brake cyl¬ 
inder is secured, is shown in Fig. 23. Fig. 24 shows the 
application of the valve to a car. Figs. 25, 26 and 27 
are vertical cross sections of the upper part of the valve, 
showing the various positions of the slide-valve. 

THE HIGH SPEED BRAKE REDUCING VALVE. 

Operation. When air enters the brake cylinder 
from the auxiliary reservoir it has free access to the re¬ 
ducing valve through a pipe connected at C (Fig. 23), 
so that chamber d, above piston 4 is always subject to 
brake cylinder pressure. Regulating spring 11, which is 
adjusted by means of nut 12, provides a resistance to 
the downward movement of piston 4, which is finally 

217 



218 


HIGH SPEED BRAKE. 



Fig. 22. 


Fig. 23. 




































































































HIGH SPEED BRAKE 


219 


































220 


HIGH SPEED BRAKE. 


arrested by spring-box 3. Combined with piston 4 is its 
stem 6, fitted with two collars, which control the move¬ 
ment of the slide-valve 8. Slide-valve 8 is provided with 
a triangular port b in its face, which is always in com¬ 



munication with chamber d. Port a in the slide-valve 
seat leads directly to the atmosphere through exhaust 
opening EX. 

Slide-valve 6 and its piston 4 are shown in their nor¬ 
mal positions in Fig. 25. 

It will be noted that in release position port b of slide- 






















































































































HIGH SPEED DRAKE. 


221 


valve 8 does not register with port a of its seat, so that 
when the brakes are applied the air pressure is retained 
in the brake cylinder and is subsequently released in the 
usual way, unless it becomes sufficiently high to overcome 
the tension of spring n and force piston 4 downward. 



Service Application. When a heavy service appli¬ 
cation is made and the brake cylinder pressure exceeds 
sixty pounds, the pressure upon piston 4 moves it down¬ 
ward until port b in the slide-valve registers with port a 



















































































































222 


HIGH SPEED BRAKE. 


in its scat (Fig. 26), in which position any surplus brake 
cylinder pressure is promptly vented to the atmosphere. 
Spring 11 then raises the piston and the slide-valve to 
their normal positions closing the exhaust port and re¬ 
taining sixty pounds pressure in the brake cylinder. In 
the operation just described, the greatest width of port 
b is exposed to port a, and these ports are so proportioned 
that, in this particular position, the surplus air is dis¬ 
charged from the brake cylinder as rapidly as it is ad¬ 
mitted through the service application port of the triple 
valve. 

Emergency Application. The positions assumed 
by piston 4 and slide-valve 8 in an emergency applica¬ 
tion of the brakes are shown in Fig. 27. The violent 
admission of air into the brake cylinder suddenly in¬ 
creases the pressure on piston 4, forcing it to the lower 
end of its stroke, in which position the apex of triangular 
port b in the slide-valve is brought into register with port a 
and a comparatively slow discharge of brake cylinder 
pressure takes place while the train is at its highest speed ; 
but the area of the opening of port b gradually increases 
as the decreasing pressure above piston 4 permits spring 
11 to slowly raise the piston and slide-valve. The rate 
of discharge thus increases as the speed of the train de¬ 
creases. When the brake cylinder pressure has become 
reduced to sixty pounds, port a is closed, and the re¬ 
mainder of the brake cylinder pressure is retained until 
it is released in the usual way through the triple. 

When an emergency application of the brakes is 
made at high speeds, there is little danger of wheel slid¬ 
ing, and it will be observed that port b is so shaped that 
the brake cylinder pressure escapes slowly, while at lower 
speeds, where a heavy service application is more likely 


HIGH SPEED BRAKE. 


22 ^ 


to occur, and there is a greater tendency toward wheel 
sliding, the base of triangular port b is exposed, allow¬ 
ing the brake cylinder pressure to reduce quickly. 



Fig. 27. 


Brake Cylinder Pressure. With an emergency ap¬ 
plication, the auxiliary reservoir and brake cylinder pres¬ 
sures will momentarily equalize at eighty-eight pounds, 
and a comparatively slow discharge of brake cylinder 
pressure will take place while the train is at its high 
speed. 

The high speed reducing valve is so constructed that 











































































































22 4 


HIGH SPEED BRAKE. 


when piston 4 moves to its full stroke it is arrested by 
shoulder 3, thus permitting the valve to be constantly 
open from the brake cylinder to the atmosphere while 
the piston and slide valve are in a downward position. 

Inspection. Reducing valves should be inspected 
occasionally, to prevent possible leakage through the dis¬ 
charge port and to ascertain that the valve closes at the 
proper pressure. 

Cars Not Equipped With Reducing Valves. Cars 
not equipped with the reducing valve should not be at¬ 
tached to trains employing the high speed brake, unless 
the brake cylinders are equipped with a safety valve 
provided for temporary use in such cases. The safety 
valve will prevent a pressure greater than standard 
pressure in the brake cylinders of the cars not equipped 
with reducing valves. The safety valve may be quickly 
screwed into the oil hole of the brake cylinder head, and 
removed when the cars are again placed in ordinary ser¬ 
vice. 

Standard Pressure For High Speed Service. The 

standard pressures for high speed service are, one hun¬ 
dred and ten pounds brake pipe, and one hundred and 
thirty pounds main reservoir pressure. 

Advantages of High Speed Pressure in Service Ap¬ 
plications. With the high speed brake two full ser¬ 
vice applications and releases can be made without any 
effort to recharge, and still have seventy pounds of air 
in the auxiliary reservoir with which to stop. 

DEFECTS OF THE HIGH SPEED REDUCING 

VALVE. 

A failure of the brakes to remain set may be caused 
by a cut slide-valve or seat; a broken or improperly ad- 


HIGH SPEED BRAKE. 


225 


justed regulating spring; packing ring 5 or packing 
leather 20 defective; or a leak in the pipe connection lead¬ 
ing from the brake cylinder to the reducing valve. 

GENERAL INFORMATION RELATING TO THE 

HIGH SPEED BRAKE. 

When using the high speed brake it should be re¬ 
membered that with a brake pipe pressure of one hundred 
and ten pounds and the. usual piston travel a service 
brake pipe reduction of five, ten or fifteen pounds will 
develop no more cylinder pressure than if the usual sev¬ 
enty pound brake pipe pressure were employed. If, how¬ 
ever, when using a pressure of one hundred and ten 
pounds, the reduction is continud after the cylinder pres¬ 
sure has reached that at which the auxiliary reservoir 
and brake cylinder pressures equalize with the seventy 
pound brake pipe pressure, the cylinder pressure will 
increase until relieved by the reducing valve. 

If the brake-valve is placed in service position and 
allowed to remain there, the reducing valve, when it 
opens, will reduce the cylinder pressure about as fast 
as the triple valve can feed the air from the auxiliary 
reservoir to the brake cylinder. While the habit of mak¬ 
ing more than twenty or twenty-five pound service re¬ 
duction is not good practice, the feature just described 
goes to show that with a service reduction the cylinder 
pressure will not rise materially above that at which the 
reducing valve is adjusted, which practically eliminates 
any possibility of wheel sliding under ordinary condi- 

tins. 

15 


226 


HIGH SPEED BRAKE. 


The high speed brake was designed primarily to pro¬ 
vide a means of stopping fast trains within a reasonable 
and safe distance, but it can also be used advantageously 
to save time in making service stops on local trains. To 
accomplish this result, when the speed of the train ex¬ 
ceeds thirty miles per hour, a heavy initial reduction of 
from twelve to fifteen pounds should be made, and when 
the speed of the train is reduced to from fifteen to eigh¬ 
teen miles per hour, a release should be made to exhaust 
the high cylinder pressure and allow the truck to regain 
their equilibrium. A light reduction will then stop the 
train without any attendant disagreeable shock. This 
method of using the air is not only productive of quick 
stops, but it reduces the liability of wheel sliding to a 
minimum, as the low cylinder pressure coincident with 
slow speed. 


THE NEW YORK QUICK ACTION 
TRIPLE YALVE. 


This triple valve is called a quick action triple for 
the reason that when an emergency application is 
made it carries auxiliary reservoir air to the brake cyl¬ 
inder almost instantly, equalizing the pressure through 
the large opening, past the quick action valve aug¬ 
mented to some extent through the service opening 
past the graduating valve, and, by reason of venting 
brake pipe air to the atmosphere, it produces a quick 
serial action of all other quick action triples through¬ 
out the train. 

When a service application is made, air passes 
slowly from the auxiliary reservoir to the brake cyl¬ 
inder, through the graduating service port only, and 
there is no local venting of brake pipe’ air. 

The quick action triple valve, as shown respective¬ 
ly in release, service, lap and emergency positions in 
Figs. 28, 29, 30 and 31, is used on freight cars. Port 
F of this triple valve is drilled through the stem, the 
same as it is on the new passenger triple. 

List of Parts. The parts of the quick action triple 
valve shown in Figs. 28 to 33 inclusive, are as follows: 


QT 3. Packing Ring. 

QT 9. Exhaust Valve. 
QT 20. Rubber Seating 
on Valve QT 71. 
OT 28. Triple Strainer. 
QT 32. Drainage Plug. 
QT 38. Exhaust Valve. 


OT 45. Packing Ring in 
Piston OT 129. 
QT 48. Graduating Valve. 
QT 49. Graduating Spring 
OT 71. Vent Valve. 

QT 117. Non-Return 
Check. 



228 


NEW YORK TRIPLE VALVE. 


QT ,128. Triple Piston, 
having an exten¬ 
sion which forms 
a cylinder in which 
Vent Valve Pis¬ 
ton OT 129 op¬ 
erates. 

QT 126. Triple Head or 
Cap. 

QT 130. Middle Section 
of Flange and 
Seal for Vent 
V alve. 

QT 132. Vent Valve 
Spring. 


QT 133. Leather Gasket. 

QT 134. Rubber Gasket. 

QT 135. Cap, Bolt. 

OT 136. Emergency Cap 
Bolt. 

QT 137. Quick Action 
Piston. 

QT 138. Quick Action 
V alve. 

QT 140. Quick Action 
Valve Spring. 

QT 141. Quick Action 
Valve Cap Nut. 

OT 142. Stop for piston 
on OT 129. 


Ports and Passages. Small port F, drilled through 
piston stem QT 129, is to supply air from the brake 
pipe to chamber G, between pistons QT 128 and QT 
129; passage K in the body of the triple valve is for the 
purpose of allowing air from the auxiliary reservoir to 
pass to the emergency valve QT 138; LL is a passage 
in the body of the triple valve between valves QT 138 and 
QT 117, and is for the purpose of venting air from the 
auxiliary reservoir to the brake cylinder when the 
emergency brakes are used ; QT 125 is the lower por¬ 
tion of the triple valve body, known as the drainage, 
and where the pipe connection is made at triple valve 
W; H is a passage leading from vent valve OT 71 to 
quick action piston QT 137 and to the atmosphere at 
J. The feed groove in the triple valve body cylinder 
is at B. 

Course of Air. Fig. 28 shows the course of the air 


NEW YORK TRIPLE VALVE. 229 

(indicated by arrows) from the time it enters the 
triple valve until it enters the auxiliary reservoir. Air 
enters the strainer at W, passes through passage A 



Release and Charging- Position. 

into chamber E, past piston QT 128, through feed 
groove B, and thence to the auxiliary reservoir at C, 


Reservoir 



































































































































































230 


NEW YORK TRIPLE VALVE. 


until the brake pipe and auxiliary reservoir pressures 
are equalized. 

Operative Parts. Fig. 29 shows the following 
principal operative parts of the New York quick ac¬ 
tion triple valve in service application; QT 128, Main 
Triple Piston; QT 38, Exhaust Slide Valve; QT 48, 
Graduating Slide Valve; OT 129, Vent Piston. 

Main piston QT 128 has the same movement for 
service and emergency applications and is extended 
to form a cylinder in which vent piston QT 129 is 
fitted. A small port and passage F is drilled through 
the stem of piston QT 129, which allows brake pipe 
air to pass into chamber G, formed between the vent 
valve piston and the main triple piston, equalizing the 
pressures on both sides of the vent piston. 

Service Application. When a service reduction of 
brake pipe air is made, reducing the pressure in cham¬ 
ber E, the auxiliary reservoir pressure being the 
greater forces piston QT 128 toward the weaker pres¬ 
sure, closing feed groove B. Port F is made of such 
size that when main piston 0 T 128 moves slowly 
to the left in a service application, as shown in Fig. 29, 
thereby reducing the size of chamber G, the air in 
chamber G will pass through port F to the brake pipe, 
without moving piston QT 129 from its normal posi¬ 
tion. In a service application the triple piston moves 
over only a portion of its stroke, bringing the small 
service port in the slide valve QT 48 opposite the port 
in its seat leading to the brake cylinder, the quantity 
of air admitted being in proportion to the brake pipe 
reduction. If the brake pipe pressure is reduced but 
little, the pressure in the auxiliary is reduced by ex¬ 
pansion into the brake cylinder to slightly less than 


NEW YORK TRIPLE VALVE. 


231 



Fig. 29. 

Service Position. 


that in the brake pipe. When piston QT 128 starts 
back and carries graduating valve QT 48 to lap posi¬ 
tion, as shown in Fig. 30, it closes the service port 
without disturbing exhaust valve QT 38, thus closing 




















































































































































232 


NEW YORK TRIPLE VALVE 


communication between the auxiliary reservoir and 
the brake cylinder. 







To Brake 
Cylinder 


Train 

Pipe 




• 


1 

/Q T 

38 

© ! 

- QT 48 


HljillSaiiBS 




1 





Fig. 30. 


Lap Position. 


The plain triple valve has the triple piston, the ex¬ 
haust valve and the graduating valve. The additional 
valves described in the list of parts are for use in emer- 

























































































































































NEW YORK TRIPLE VALVE. 


2 33 


gency applications for the purpose of allowing the 
triple valve to vent the brake pipe air to the atmos¬ 
phere, and at the same time cause quick equalization 
of the auxiliary reservoir and brake cylinder pres¬ 
sures. 

The additional parts of the quick action triple valve 
brought into use when an emergency application is 
made are, Vent Valve Piston QT 129, Vent Valve OT 
131, Quick Action Piston QT 137, and Quick Action 
Valve QT 138. 

In service applications these parts remain inop¬ 
erative, but in an emergency application they are car¬ 
ried into action. Vent Valve QT 131 is held to its seat 
by spring QT 132, assisted by brake pipe pressure, and 
is opened by piston OT 129. When the piston is 
forced to the left, quick action valve OT 138 is held 
to its seat by spring 140, assisted by auxiliary reser¬ 
voir pressure, and it can only be opened when quick 
action piston QT 137 moves to the right. 

Emergency Application. In an emergency appli¬ 
cation a quick reduction is made in the brake pipe 
pressure, and main piston QT 128 moves quickly to 
the left. The air from chamber G cannot flow through 
port F fast enough to reduce the pressure at the same 
rate it is being reduced in the brake pipe, and a mo¬ 
mentary excess pressure taken place in chamber G 
sufficient to force piston QT 129 to the left, which in 
turn forces vent valve QT 131 from its seat. The vent 
valve being off its seat, brake pipe air enters passage 
H and escapes to the atmosphere through port J, but 
before the air escapes through port J it exerts a strong 
pressure upon quick action piston OT 137, forcing it 
to the right and causing it to unseat quick action 


234 


NEW YORK TRIPLE VALVE. 


valve OT 138. This allows the auxiliary reservoir air 
to flow rapidly through the large passage K, past the 
non-return check valve QT 117, and to flow through 
passage L to the brake cylinder, shown in Fig 31. 





To Brake 
Cylinder 




w 



' 

1 

1 



J 







^ l 


Fig. 31. 

Emergency Position. 


Releasing. 1 he brakes are released by restoring 
the brake pipe pressure until it exceeds that in the 


Reservoir 





















































































































































NEW YORK TRIPLE VALVE. 


235 


auxiliary reservoir, causing- main piston QT 128, ex¬ 
haust valve QT 38, and graduating valve QT 48 to re¬ 
turn to their normal positions (Fig. 28), closing the 
service port, allowing the auxiliary reservoir to charge 
through feed groove B, and at the same time allows 
the air in the brake cylinder to escape to the atmos¬ 
phere through the exhaust cavity of exhaust valve OT 
38 and the exhaust port in its seat. 

Brake Cylinder Pressure. In a service applica¬ 
tion the quick action triple valve allows the auxiliary 
reservoir pressure to pass to the brake cylinder grad¬ 
ually, as required to produce the necessary braking 
force, while in an emergency application it allows the 
full auxiliary reservoir pressure to pass almost instant¬ 
ly into the brake cylinder, applying the brakes with 
full force, and at the same time it vents sufficient brake 
pipe air to the atmosphere to produce a quick reduc¬ 
tion in brake pipe pressure, which causes the follow¬ 
ing quick action triple valve to operate in quick ac¬ 
tion, and so on throughout the train, producing a quick 
serial action of all the brakes. 

No greater pressure is produced in the brake cyl¬ 
inder in an emergency than in a service application, 
as the triple valve uses auxiliary reservoir air in both 
applications. 

Partial Service Application. After a partial service 
application, an emergency application can be made, 
but the quick action parts will not operate in a mnner 
so as to produce a quick operation of all the brakes and 
an instantaneous equalization of pressure in the brake 
cylinder. However, if an emergency arises after a ser¬ 
vice application has been made, and the brake valve 
is placed in emergency position, allowing the brake 


236 


NEW YORK TRIPLE VALVE. 


pipe pressure to escape freely to the atmosphere, all 
the brakes on the train will apply with their full brak¬ 
ing power much more quickly than if a service reduc¬ 
tion were made. The operation of the quick action 
triple can be obtained only when the pistons are sep¬ 
arated with chamber G at its normal size. 

Auxiliary Pressure. As auxiliary reservoir pres¬ 
sure alone goes to the brake cylinder in both service 
and emergency applications, it might be considered 
that both applications will be equally effective. This 
is not the case, however, for the service application is 
slower than the emergency, and for this reason a full 
emergency application is much more effective than a 
full service application. When a partial reduction is 
made, followed by an emergency reduction, the com¬ 
parative effectiveness depends on how heavy the ser¬ 
vice application is before the emergency application 
is made, and also upon the length of the train. How¬ 
ever, when a service application is begun, and is then 
followed by an emergency application, the effective¬ 
ness of the brakes will not be as great as if an emer¬ 
gency reduction had been made at first. 

Cars Cut Out. Two or three cars with brakes cut 
out placed together in a train will not prevent the 
quick action triple valves on the following cars from 
operating quick action. The number of cut-out triple 
valves that can be placed together in a train without 
interference of this kind depends largely on their loca¬ 
tion in the train, varying from three, placed together 
behind the first quick action triple valve, to six or 
eight, placed close to the rear of a fifty car train. 

Vent Valve. Vent valve QT 131 will not remain 
open and exhaust all the brake pipe air to the atmos- 


NEW YORK TRIPLE VALVE. 


237 


phere when an emergency application is made. Port 
F is always open, and the moment chamber G excess 
pressure is exerted on piston QT 129 it quickly equal¬ 
izes with brake pipe pressure, and spring OT 132, to¬ 
gether with brake pipe pressure, will return valve QT 131 
to its seat, thus stopping the escape of air when the 
brake pipe pressure is reduced sufficiently to apply 
the brakes with full force. As valve QT 131 closes, 
piston OT 129 returns to its normal position, its travel 
in that direction being limited by stop QT 142. Valve 
QT 138 and piston OT 137 will return to their normal po¬ 
sitions after equalization has taken place in the brake 
cylinder. 

PASSENGER QUICK ACTION STYLE “S” 

TRIPLE VALVE. 

List of Parts. The names of the parts of this new 
style of valve as shown in Figs. 32 and 33, are as fol¬ 
lows : 


QT 9. Exhaust Valve 
Spring. 

QT. 20. Rubber Seat on 
Valve QT 71. 

OT 28. Strainer. 

QT 32. Drainage Cap 
Plug. 

QT 45. Packing Ring on 
Piston QT 164S. 

QT 49. Graduating Valve 
Spring. 

QT 71. Vent Valve. 


QT 117. Non-Return 
Check. 

OT 118. Non- Return 
Check Valve Spring. 

OT 119. Non -Return 
Check Cap. 

OT 126. Triple Head or 
Cap. 

QT 130. Middle section of 
Flange and Seat for 
Vent Valve QT 131. 


238 NEW YORK TRIPLE VALVE. 


QT 132. V ent Valve 
Spring. 

QT 133. Leather Gasket. 
OT 134. Rubber Gasket. 
OT 135. Cap Bolt. 

Valve Spring. 

QT 141. Quick Action 
Valve Cap. 

OT 142. Stop for Piston 
QT 166S. 


QT 137. Quick Action 
Piston. 

OT 138. Quick Action 
Valve. 

QT 140. Quick Action 
OT 162S. Exhaust Valve. 

•'Sw' 

QT 163. Graduating Valve. 
OT 166S. Triple Piston 
(including Packing 

Rin g QT 3). 



» 


Kig. 32. 


















































































































NEW YORK TRIPLE VALVE. 


239 


Small port F is drilled through the piston stem for 
the purpose of supplying air from the brake pipe to 
chamber G between QT 166S; OT 164S; passage K 
in the triple valve body is for the purpose of allowing 
air from the auxiliary reservoir to pass to emergency 



valve QT 138; L, L is a passage in the body of the 
triple valve between valves QT 138 and QT 117; 
QT 125 is the lower portion of the triple valve • 
body known as the drainage, and provides for the 
brake pipe connection at W. 







































































240 


NEW YORK TRIPLE VALVE. 


Graduating Valve and Ports. This style of valve 
used on 12, 14 and 16 inch brake cylinders is larger 
than the ordinary quick action triple valve; it has a 
large graduating port for the air to pass through to 
the brake cylinder; it also has a larger exhaust port 
and exhaust valve QT 162S and has the graduating valve 
OT 163 mounted on top of exhaust valve OT 162S (Eig. 

3 2 )* 

Friction. The friction of the operative parts is re¬ 
duced by placing the graduating valve on top of the 
exhaust valve. When triple piston QT 166S begins 
to move, the graduating valve moves first to uncover 
the service ports in exhaust valve 162S; then the ex¬ 
haust valve is moved until the graduating ports in the 
exhaust and its seat come in register. In this style of 
triple valve, but one slide valve is moved at a time. 

Different Types. This style of triple valve can 
easily be distinguished from the freight and 10 in. pas¬ 
senger triples, as the letter “S” is cast on the body of 
the valve and the triple is fastened to the brake cyl¬ 
inder with three studs. The letter “S” is also stamped 
or cast on all parts of this valve that are not inter¬ 
changeable with those of the other valves mentioned. 

DEFECTS OF THE NEW YORK QUICK ACTION 

TRIPLE VALVE. 

If the graduating valve QT 163 in the style “S” 
triple valve leaks it can be detected by making a par¬ 
tial service reduction, and then noting whether the 
brake released of its own accord. A leak of this kind 
will not allow the auxiliary pressure to escape 
through the exhaust port while exhaust valve QT 


NEW YORK TRIPLE VALVE. 


241 


162S is in release position, for in this position it closes 
the opening from the auxiliary reservoir to the brake 
cylinder and atmosphere, and air leaking by the grad¬ 
uating valve OT 163 cannot escape. 

Cap Nut. If cap nut QT 141 is not securely fast¬ 
ened or the emergency valve leaks it will allow auxil¬ 
iary pressure to leak away the same as a slightly 
open release valve. If the amount of leakage is large 
it will cause the brake to release. 

Leaky Check Valve. If the check valve leaks or 
cap nut 119 is not securely tightened it will allow all 
brake cylinder air to leak away, reducing the braking 
power, the same as with a leaky piston packing leather. 

Blow at Port J. A constant blow of air from port 
J in the side of the triple valve indicates that the vent 
valve is leaking. If accompanied by a blow at the 
triple exhaust port it indicates that the emergency 
valve is leaking. If the vent valve leaks it will cause 
an application of the brake when the cut-out cock in 
the cross-over pipe is closed; but if the emergency 
valve leaks the brake will not apply with the closing 
of the cut-out cock. 

Maintaining Pressure. If it is difficult to maintain 
normal brake pipe pressure and the brakes will not 
release properly it indicates a bad leak in the brake 
pipe. The hose and brake pipe connections should 
be carefully examined and it should be noted whether 
there is a blow at port J of the triple valve; if so, the 
leakage will be coming direct from the brake pipe, 
due to vent valve QT 131 not being seated properly, 
or the rubber seat being defective. 

Brake Applying in Quick Action. If a brake ap¬ 
plies in quick action when a service reduction is made 

16 


242 


NEW YORK TRIPLE VALVE. 


it may be due to the packing rings in vent piston OT 
129 fitting the cylinder too tightly, a weak vent valve 
spring QT 132, or small port F in vent valve piston 
QT 129 being stopped up. 

If the brakes do not apply in quick action when 
the proper reduction is made the packing ring of vent 
valve piston OT 129 may be worn or fit poorly. 

Blows at the Triple Exhaust. A blow at the triple 
exhaust would be due to leakv exhaust valve QT 38, 
leaky graduating valve QT 48, a defective gasket between 
the body of the triple valve and brake cylinder head 
with passenger equipment, a defective gasket, between 
the auxiliary reservoir and the triple valve with freight 
equipment, or a leak in the auxiliary tube leading from 
the triple valve to the brake cylinder. 

A leaky exhaust valve would cause a blow at the 
exhaust port, whether the brake were applied or •re¬ 
leased, and when applied it would cause the brake 
to release. 

Leaky Graduating Valve. A leaky graduating 
valve, with the triple valve in lap position, will allow 
the auxiliary pressure to escape under the graduating 
valve and through the port into the brake cylinder, 
reducing the auxiliary pressure and setting the brake 
with greater force. Whether this will allow the brake 
to release will depend upon whether or not the piston 
packing ring is tight. If the packing ring is in good 
condition the auxiliary reservoir pressure will con¬ 
tinue to feed by the defective graduating valve until 
sufficient reduction exists between the brake pipe and 
the auxiliary reservoir to start the exhaust valve, 
when it may move to release position and release the 
brake. If the piston packing ring or the piston is de- 


NEW YORK TRIPLE VALVE. 


243 


fective, and air leaks into the auxiliary reservoir as 
fast as it leaks by the graduating valve into the brake 
cylinder, the brake will continue to set instead of re¬ 
leasing, until the pressures are equal; therefore, under 
such conditions, a leaky graduating valve cannot re¬ 
lease the brake. 

Failure of Brakes to Apply. A failure of the 
brakes to apply on a car when a brake pipe reduction 
has been made may be due to the feed grooves or 
strainer being stopped up, preventing the auxiliary 
reservoir from charging, or the triple valve may be 
gummed or dirty, so that the piston cannot move. In 
this case the brake will not apply on the car with the 
defective triple when a service reduction is made. If 
a heavy reduction is made the triple may be forced 
loose and it will probably work satisfactorily during 
the remainder of the trip. 

Sticky Triple Valve. A sticky triple valve is some¬ 
times the cause of a brake applying in quick action 
on a car during a service brake pipe reduction. In 
this case the triple will not usually respond to the 
first and sometimes the second service reduction, and 
the brake on the car with the defective valve will not 
apply until the difference between the auxiliary reser¬ 
voir and brake pipe pressure is sufficient to cause the 
triple piston to start from its stuck position and move 
forward quickly to emergency position, the stem 
striking sufficiently hard to compress spring QT 132 
and open vent valve OT 131, thus causing quick ap¬ 
plication of the brakes on this car. 

How to Locate a Defective Triple. To locate a 
sticky or defective triple valve, with a full brake pipe 
pressure, a reduction of from 5 to 10 pounds should 


244 


NEW YORK TRIPLE VALVE. 


be made, the amount depending on the length of the 
train. The brake piston that has failed to move out 
should then be looked for, and when it is found the 
brake should be cut out and the test repeated in order 
to render it certain that the faulty triple had been 
located. On freight trains a sectional test should be 
made until the defective triple is located. 

Brakes Failing to Release. If a brake fails to re¬ 
lease and there is a strong blow at port J it may be 
due to vent valve OT 131 being held from its seat by 
dirt or scale, or a badly worn triple piston packing 
ring, which would allow the brake pipe pressure to 
feed slowly past the packing ring, charging the aux¬ 
iliary reservoir, without forcing the piston to release 
position, and releasing the brake. 


STYLE “A” NEW YORK HIGH 
SPEED BRAKE COMPEN¬ 
SATING VALVE. 


The high speed reducing valve, shown in Fig. 34, 
is called a compensating valve, for the reason that 
while operating in a service application, as an ordinary 
safety or pressure reducing valve, in an emergency 
application it holds the maximum cylinder pressure 
for a limited time before commencing to relieve it. 
The period during which the pressure is held is auto¬ 
matically shortened or lengthened according to the 
variation obtained in the maximum brake cylinder 
pressure on the piston, or in both combined, as the 
valve makes allowance in the time of holding this 
pressure. On account of these variations the closure 
of all valves upon the train will be practically uniform. 

List of Parts. The compensating valve consists 
of the following parts: HS 77, Piston Valve, which 
works in a Bushing or Cylinder; HS 81, Packing 
Pings, there being* two of these, either of which may 
act as a valve for the relief and leakage port; HS 11, 
Regulating Spring, by which the piston is held in its 
normal position against the brake cylinder pressure; 
HS 12, Regulating Nut or Screw, by means of which 
the tension of the spring is regulated; HS 87, Non- 
Return Check Spring; HS 76, Spring Box; HS 10, 
Cap Nut; HS 83, Non-Return Check Valve with cas¬ 
ing complete. 

Emergency. In an emergency application, the air 
vented from the brake pipe into spring box HS 76 

245 



246 HIGH SPEED COMPENSATING VALVE 


passes non-return check valve HS 83, which then seats and 
prevents the air that is entrapped in the spring box 



-m— 


B.C.-829 

Fig. 34. 


P PIPE TO SIDE CAP 
OF QUICK ACTION 
TRIPLE VALVE 


T.-3I 

Q.T.-28 


H.S..I7 

14 A, B & C 
H.S.-I9 


•5 PIPE TO 
BRAKE CYL. 
H.S.-I6 


H.S.-77 

H.S-81 


H.S.-90 
H.S.- 7 
H.S.-23 


H.S.-22 


, B.C.-830 


H.S.-I 


H.S..IO 
H.S.-76 
BRAKE CYL 
H.S.-78 




I 


from escaping, except as it passes out slowly through 
the small port drilled through the check valve. 

Piping. The compensating valve is connected with 







































































































HIGH SPEED COMPENSATING VALVE. 247 * 

f n. 1 » 

I : ' V: :J 

the brake cylinder and the triple valve as shown in 
the piping diagram (Fig. 35). With the style “A” 


PIPE TO 



compensating valve, a one-half inch pipe connection is 
made from the chamber above piston FIS 77 and the 
brake cylinder, and another pipe connection leads 
from the side cap of the quick action triple valve to 
spring box HS 76, which has direct communication 
with the air chamber below piston FIS 77. All the 
pipe connections should be tight. 

Operation. When style “A” compensating valve 
is piped as shown in Fig. 35, and an emergency ap¬ 
plication is made, a portion of the brake pipe air is 
vented at the side cap of the quick action triple valve 
and passes through the pipe leading to the non-return 
check valve and spring box chamber, charging the 
spring box chamber under the piston with air pres¬ 
sure. This pressure re-enforces the regulating spring 
pressure under the piston, and permits the full equali¬ 
zation from the auxiliary reservoir to be had and re¬ 
tained for several seconds before piston HS 77 can 
descend and open the relief ports. The air vented 


















• 248 HIGH SPEED COMPENSATING VALVE. 

into and entrapped in the spring box chamber re¬ 
quires several seconds to pass to the atmosphere 
through the small port in non-return check valve HS 
83. When the air pressure in the spring box air cham¬ 
ber has been reduced sufficiently below brake cylinder 
pressure, the piston will be forced downward, the re¬ 
lief ports controlled by packing rings HS 81 will be 
opened, and the brake cylinder pressure will be grad¬ 
ually reduced to a point of adjustment of the valve. 

In a service application no air is vented into the 
spring box chamber, and the only pressure which the 
piston has to overcome is that of regulating spring 
HS 11. Consequently, when the pressure in the brake 
cylinder is sufficient to overcome the tension of the 
regulating spring, the piston will be forced downward, 
promptly opening the relief ports. 

Packing Rings. The purpose of piston packing 
ring HS 81 is to form an air tight joint in the cylinder, 
preventing brake cylinder pressure from leaking past 
the piston into the spring box chamber, and it also 
closes the relief port when in normal position. 

The lower ports controlled by the lower packing 
rings are leakage ports, and their function is to carry 
to the atmosphere whatever pressure may leak by 
upper packing ring HS 81, thus preventing any leak¬ 
age into the spring box chamber that would tend to 
balance the piston and retard the escape of air from 
the brake cylinder. 

When piston HS 77 is in normal position lower pack¬ 
ing ring HS 81 covers the leakage ports and prevents 
the spring box air from leaking by this ring to the atmos¬ 
phere in emergency application. When piston HS 77 has 
moved to the lower end of its stroke and the leakage ports 


HIGH SPEED COMPENSATING VALVE 249 


to the upper and lower packing rings are about midway 
between the two rings, it is evident that any leakage by the 
upper packing ring will pass out through these ports. 

Advantages of High Pressure. The advantage of 
holding the maximum cylinder pressure obtained from 
a pressure of no pounds is that an emergency applica¬ 
tion is more effective in retarding the motion of the 
train at high speeds. If the maximum cylinder pres¬ 
sure is retained until the speed of the train has been 
reduced, the reducing valve will vent all surplus air 
above that pressure for which the adjusting spring is 
set, thus preventing the wheels from sliding at slow 
speeds. 

Also in service application, two or more powerful 
applications can be made without recharging the aux¬ 
iliary reservoirs, and there will still remain sufficient 
pressure to make an ordinary emergency application, 
such as would be had from a 70 pound brake pipe pres¬ 
sure. 

Use of Compensating Valve on Different Sizes of 
Cylinders. The compensating valve can be used on 
any size of cylinder—6, 8, 10, 12, 14 and 16 inch. The 
rate of reduction in brake cylinder pressure will be 
about the same with the 16 inch cylinder as with the 
10 inch, when the compensating valve is used. 

When the compensating valve is used on 10 inch 
and 12 inch brake cylinders, union stud HS 14A is 
used. The opening through this stud is reduced, or, 
in other words, there is a choke placed in it, which to 
a large degree regulates the flow of air from the brake 
cylinder to the compensating valve, and through the 
latter to the atmosphere. One size of this union stud 
goes with the 6 and 8 inch, another with the 10 and 


250 HIGH SPEED COMPENSATING VALVE. 


12 inch, and another with the 14 and 16 inch brake 
cylinders. Therefore, it will be seen that a size of 
choke can be used with each size of brake cylinder 
that will give exactly the same rate of reduction. The 
stud is the part that must be used with the corre¬ 
sponding size of brake cylinder, as but one style of 
compensating valve is used on the different sizes of 
cylinders. 

Adjustment. The compensating valve is usually 
adjusted to withstand a pressure of 60 pounds, al¬ 
though for driver brakes, tender brakes and such cars 
as are provided with standard foundation brake gear, 
the adjustment is sometimes varied from this. 


THE NEW YORK TRAIN AIR 
SIGNAL SYSTEM. 


SIGNAL REDUCING VALVE. 


Figure 36 is a cross sectional view of the signal re¬ 
ducing valve; X is the main drum connection and Y is the 
connection to the signal line. 



Fig. 36. 


List of Operative Parts. The operative parts are 
as follows: SR 42, Choke; SR 41, Cut-Out Plug; SR 
24, Supply Valve; SR 26, Supply Valve Spring; SR 27, 
Supply Valve Seat; SR 28, Piston Packing Ring; SR 
29, Piston; SA 31, Diaphragm Ring; SA 32, Dia- 


♦ 















































252 


NEW YORK TRAIN AIR SIGNAL. 


phragm; SA 34, Regulating Nut; PG 141, Regulating 
Spring. 

Operation of the Reducing Valve. The main drum 
pressure enters at X, and regulating spring PG 141, 
acting on diaphragm plate SA 32, causes the stem of 
the plate to hold supply valve SR 24 from its seat, so 
that the main reservoir pressure is free to pass through 
the supply valve to chamber B on top of the dia¬ 
phragm, and through passage C to the signal line at 
3', increasing the pressure in the signal line and cham¬ 
ber B until it reaches 40 pounds. When piston SR 29 
is forced downward against the tension of regulating 
spring PG 141, supply valve SR 24 is forced to its 
seat by main drum pressure and supply valve spring 
SR 26. When a reduction is made in the signal line, 
the top of diaphragm SA 32 is affected. Regulating 
spring PG 141, forcing up on the diaphragm, unseats 
the suppl> r valve SR 24, compressing supply valve 
spring SR 36; the main drum pressure is then free to 
flow by the supply valve to the signal line, charging 
the latter in the manner described. 

THE SIGNAL VALVE. 

Construction. The signal valve, as shown in Fig. 
37 is generally located under the footboard of the cab. 
The signal pipe is connected to it at X, while a pipe 
leads from Y to the signal whistle. The valve body 
is divided into two chambers, A and B, by a rubber 
diaphragm SV 3, which operates diaphragm stem SV- 
4A. This rubber diaphragm has two disks, the lower 
one SV 6 of brass, and the upper one SV 12 of sheet 
iron, and through these disks is screwed a brass plug, 


NEW YORK TRAIN AIR SIGNAL. 


253 


through which a hole is drilled for the passage of air. 
Valve SV 8 is held to its seat by gravity, and controls 
the passages leading to the whistle. There are three 
uprights AA that press against the disk or valve, and 



Fig. 37. 


lift it from its seat whenever diaphragm SV 3 rises. 
The clearance between the uprights and the disk of 
stem SV 8 should not exceed i-iooth of an inch. 

Operation. When the signal pipe is being charged, 
air enters the signal valve at X, and, passing through 
small port J, charges chamber A. It also passes 
through passage CC and feeds down slowly to cham¬ 
ber B, charging it to the same pressure as chamber A. 
The pressures in chambers A and B and the signal 
pipe are equal when the signal line is fully charged. 
When the signal cord is pulled and a reduction is made 
in the signal line pressure, it also causes a reduction 
of pressure in chamber A of the signal valve, but pas¬ 
sage CC being very small the pressure in chamber A 
above diaphragm SV 3 reduces faster than the pres¬ 
sure in chamber B, consequently the diaphragm and 
uprights AA are forced upward, and raises exhaust 






















































254 


NEW YORK TRAIN AIR SIGNAL. 


valve SV 8 from its seat, thus permitting the air in 
chamber A to flow into passage E leading to the 
whistle, which causes a blast. The same reduction of 
pressure that operates the signal valve also opens the 
reducing valve, which then allows the pressure from 
the main reservoir to pass through the reducing valve 
and into the signal line, raising the pressure to normal. 
This increase of pressure following immediately after 
the reduction in the signal line increases the pressure 
in chamber A faster than in chamber B thus forcing 
the diaphragm downward and permitting exhaust 
valve SV 8 to close passage E, thus stopping the flow 
of air to the whistle. 

All other parts of the New York air signal equip¬ 
ment not mentioned herein are interchangeable with 
and operate upon the same principle as those of the 
Westinghouse air signal equipment previously de¬ 
scribed. 

DEFECTS OF THE NEW YORK AIR SIGNAL 

SYSTEM. 

i 

Although there are comparatively few parts in the 
air signal system, it requires good judgment to locate 
defects that will cause improper operation of the parts. 

If the signal system fails to charge it should first 
be noted that the signal line cocks between the first 
car and tender are open; if open, the lining of the hose 
may be loose, blocking the passage, and if in cold 
weather the signal line on the engine and tender may 
be frozen up, or not cut in, or the regulating spring 
of the reducing valve may be broken. 

If the signal line charges but fails to respond when 


NEW YORK TRAIN AIR SIGNAL. 


255 


a reduction is made, it may be due to the clogging up 
of the strainer in the tee pipe connection of the branch 
pipe with the signal pipe. If this is the case the ex¬ 
haust may sound all right, as there will be consider¬ 
able air in the branch pipe between the strainer and 
the discharge valve, but the air in the main pipe will 
be unable to flow past the strainer fast enough to make 
the reduction sufficiently quick to operate the signal 
valve; or it may be that the small port of the signal 
valve is stopped up, preventing the air from entering 
the chamber above the diaphragm and charging the 
valve; or the small port in the stem of the diaphragm 
may be stopped up, which will allow the chamber be¬ 
low the diaphragm to charge, but when a reduction 
is made in the signal line there would be no pressure 
under the diaphragm to raise the valve from its seat, 
and no blast of the whistle would result. 

A failure of the whistle to sound when a proper 
reduction has been made, may be due to an improper 
adjustment of the bell of the whistle, the bowl becom¬ 
ing filled with dirt or by the whistle being placed in 
such a position that a draft from an open window 
will prevent the whistle from sounding. 

If the whistle gives one long blast when a reduc¬ 
tion is made, it may be due to the reductions being 
made too close together or by the disk becoming loose 
from its seat. 

If the whistle blows when the brakes are released 
it indicates that there is a direct communication be¬ 
tween the main reservoir and the signal line, allowing 
the signal line to become charged to main reservoir 
pressure. In releasing the brakes the pressure in the 
main reservoir is reduced, which will allow the pres- 


256 NEW YORK TRAIN AIR SIGNAL. 


sure in the signal line to flow back into the main res¬ 
ervoir, causing the signal valve to operate and the 
whistle to sound. The opening between the signal line 
and the main reservoir may be caused by the regulat¬ 
ing spring being set down too tight, a leak by the dia¬ 
phragm with the vent port in the spring box being 
stopped up, or the supply valve being held from its 
seat by dirt or other foreign matter. 


AIR BRAKE EXAMINATION- 
QUESTIONS AND ANSWERS. 


Q. What is considered standard brake pipe pres¬ 
sure ? 

A. 70 pounds with the ordinary brake and no 
pounds with the high speed brake. 

Q. What is excess pressure? 

A. Excess pressure is the amount of pressure car¬ 
ried in the main reservoir over and above that in the 
brake pipe. 

Q. What is the amount of excess pressure which 
should be carried with the various classes of trains? 

A. 20 pounds for passenger trains and 20 to 30 
pounds for freight trains. 

Q. What is the purpose of excess pressure? 

A. Excess pressure is carried to insure prompt 
release of all brakes especially with long trains and 
to insure quick recharg'e of brake pipe and auxiliary 
reservoirs. 

Q. Why should a greater excess pressure be car¬ 
ried for freight than for passenger trains? 

A. A greater pressure is required for freight 
trains, as there is a greater volume of air to control, 
a larger number of auxiliary reservoirs to recharge, 
and it is more difficult to release on a long than a short 
train. 

Q. Where is the compressed air stored on freight 
and passenger equipment, and what are its uses? 

* A. Brake pipe pressure is stored in the brake pipe 
and is used to charge and recharge the auxiliary reser¬ 
voirs, apply and release the brakes and assist in apply- 

257 


17 



258 AIR BRAKE QUESTIONS & ANSWERS. 


ing the brakes in the emergency application with the 
old type quick action triple and in service and emer¬ 
gency application with the “K” triple valve. 

Auxiliary pressure is stored in the auxiliary res¬ 
ervoir ; its duty is to operate the quick action parts of 
the triple, set the brake and also charge the water 
pressure on tourist cars which are so equipped. 

Signal line pressure is stored in the signal line and 
in chambers A and B of the signal valve, and is used 
to transmit signals from trainmen to enginemen. 

Q. Where do the different pressures begin and 
end ? 

A. Brake pipe pressure begins at the engineer’s 
brake valve and ends at the first closed angle cock in 
the train, the conductor's valve of the coach or way 
car the plain side of the triple piston and in chamber 
Y. 

Auxiliary pressure begins at the auxiliary side of 
the triple piston and ends in the auxiliary reservoir, 
the water pressure governor of Pullman and Tourist 
cars, and the face of the slide valve. 

Signal line pressure begins at the signal line side 
of the signal reducing valve and ends at the first 
turned cut-off cock in the train, at the car discharge 
valves of all coaches and in chambers A and B of the 
signal valve. 

O. How much time is ordinarily consumed in 
charging the auxiliary reservoirs? 

A. It usually takes from two to two and one-half 
minutes on short trains, and with long trains from five 
to ten minutes. 

O. When should trainmen take into considera¬ 
tion the time required to charge auxiliaries? 


AIR BRAKE QUESTIONS & ANSWERS. 259 


A. While charging the train at terminals before 
testing the brakes and when adding air brake cars to the 
train when on the road. 

0 . When coupling engines to trains which have 
been charged with air, which angle cock should be 
opened first? 

A. The angle cock on the engine should be opened 
first when coupling to charged cars, for the reason 
that if the angle cock on the cars was opened first, the 
air which fills the hose being drawn from the train 
line would set the brakes on all of the cars coupled, 
while if the angle cock on the engine was opened first, 
filling the empty hose, the engine brakes only would 
be set slightly, and would not cause as great a waste 
of air as the setting of all of the brakes on the charged 
cars. 

O. When coupling empty cars to cars which have 
been charged with air, how should the angle cock be 
opened ? 

A. The angle cock on the empty cars should be 
opened before the angle cock on the charged cars, and 
then opening the angle cock on the charged cars very 
gradually in order not to set the brakes in the emer¬ 
gency. The cutting in of the empty cars will set the 
brakes on the charged cars in service application, but 
they can be released very easily by the engineman 
with only a minimum waste of air. 

Q. When picking up air brake cars, when should 
the air be cut in? 

A. Ifnmediately after being coupled to, all hose 
should be coupled up and angle cocks cut in except 
the rear angle cock which should be closed. The 
cutting in of the air on the siding will usually allow 


260 AIR BRAKE QUESTIONS & ANSWERS. 


sufficient time for the cars to become charged before 
being coupled to the balance of the train, and will be 
in readiness for the air brake test to be made. 

Q. If an angle cock is -only partly open or there 
is any obstruction in the brake pipe, how will it af¬ 
fect the operation of the brakes? 

A. An emergency application of the brakes could 
not be made behind the partly closed angle cock or 
the obstruction, as the triple valve can only be brought 
into quick action by a sudden reduction of brake pipe 
pressure, which could not be produced from the en¬ 
gine, as the air would flow past the obstruction or 
partly closed angle cock too slowly to bring the triple 
valve into quick action service. 

Q. If a car had been cut out by the use of the cut¬ 
out on account of a defective triple, and the cut-out 
cock was found to be defective to .the extent that air 
would leak past it, charging the auxiliary reservoir, 
and causing the brake to set, what action should be 
taken by the trainmen? 

A. The brake should be disconnected at the dead 
levers or connecting rods, which will eliminate the 
necessity of switching the car to the rear end of the 
air cars, and leaving the hose disconnected. 

O. What precaution should be taken by trainmen • 
to prevent accidents or personal injury when' going 
under cars for the purpose of adjusting the brakes or 
working with the brake rigging? 

A. The cut-out cock in the cross-over pipe should 
always be closed and the auxiliary reservoir drained 
of its air, which will prevent the setting of the brake 
by reason of a burst hose or any reduction which 
might be made in the brake pipe during the time the 


AIR BRAKE QUESTIONS & ANSWERS. 261 


employe was working with the brake rigging. The 
turning of the angle cocks at each end of the car will 
answer the same purpose providing the auxiliary and 
brake pipe are drained of their pressures. 

Q. Should one or more cars refuse to release with 
the balance of the brakes, what is the probable cause? 

A. If there are no leaks or other defects in the 
triple valve, the failure of the brakes to release is 
usually due to short piston travel, which causes the 
brake cylinder knd auxiliary reservoir to equalize at 
a higher pressure than those on the balance of the 
train. This trouble can be remedied by letting out 
the slack by means of the dead levers so that the pis¬ 
ton travel will not be less than six inches. 

O. How do leaks in the brake pipe or hose con¬ 
nection affect the brakes? 

A. Leaks of this nature will cause the brakes to 
apply slowly except that the air pump is able to over¬ 
come the leaks- and maintain normal pressure in the 
brake pipe. - Brake pipe leaks will also cause the 
brakes to gradually set with greater force after a ser¬ 
vice application has been made, preventing the engine- 
man from having control of the brakes. 

Q. Is the practice of passing along the train and 
opening all the bleed cocks a good or bad one? 

A. It is bad practice, for the reason that the open¬ 
ing of the bleed cocks, causing a blast of air, does not 
indicate that the brake is in working order and in ad¬ 
dition it is a waste of air pressure and is liable to cause 
a leakage in the auxiliary reservoir, which will cause 
the brake to release and a loss of braking power on 
that particular car. 


262 AIR BRAKE QUESTIONS & ANSWERS. 


Q. What is the best method of locating a spongy or 
perforated hose? 

A. A perforated hose can be found by passing the 
palm of the hand over the hose or using water on the 
hose, which will cause slight bubbles to rise. A spongy 
or perforated hose is one of the most troublesome and 
difficult leaks to locate encountered in the air brake sys¬ 
tem, as the leakage is very seldom loud enough to be 
detected by sound. 

O. What is the first duty of the trainmen when the 
train breaks in two or an air hose burst? 

A. His first duty will be to turn the angle clock on 
the rear cars of the section ahead of the defective hose 
or where the train has parted, which will permit the 
engineer to release the brakes on that portion of the train 
and accumulate enough excess pressure to release the 
brakes on the rear section when the train is again re¬ 
coupled or defective hose has been renewed. 

O. How should the angle cocks on cars be left when 
bleeding the cars for the purpose of making flying 
switches or other way-switching? 

A. They should always be left open and the auxil¬ 
iary drained of its air, which will prevent the brakes 
from setting automatically. 

Q. If there is a broken brake pipe on a passenger 
car, necessitating switching the car to the rear of the 
train, in what position should the angle cock be left? 

A. It should be closed on the head end of the car, 
the hose coupled and the angle cock opened at the rear of 
the car to which the disabled car is coupled, which will 
cause the brakes to set automatically and stop the train in 
the event the disabled car breaks loose from the train. 


AIR BRAKE QUESTIONS & ANSWERS. 263 


Q. Are the brake pipe and auxiliary pressures al¬ 
ways equal ? 

A. Brake pipe and auxiliary reservoir pressures are 
equal only when both are charged and in lap position of 
the brake valve. 

Q. From what source is the air obtained which en¬ 
ters the brake cylinder? 

A. From the auxiliary reservoir in service applica¬ 
tions, from both the brake pipe and auxiliary reservoir in 
an emergency application, and from the brake pipe and 
auxiliary reservoir in service and emergency applications 
with the “K” type triple valve. 

Q. What is the proper piston travel for passenger 
and freight cars ? 

A. The proper travel is from six to eight inches. 

O. How is the slack in the brake rigging adjusted? 

A. Slack in the brake rigging is taken up on pas¬ 
senger cars by means of turnbuckles, dead levers or pat¬ 
ent slack adjuster; on freight cars by dead levers, or 
bottom rods for inside connected brakes. 

Q. What effect has the piston travel on the braking 
power of the brakes ? 

A. The braking power of the brakes is dependent 
largely on the piston travel; the shorter the piston travel, 
the greater the braking power, and the longer the piston 
travel, dhe weaker the braking power. 

Q. With the same piston travel, is the same braking 
power exerted with an empty as with a loaded car? 

A. The holding power of the brakes will be alike on 
empty and loaded cars, but an empty car will be brought 
to a stop in much less distance than the loaded car, as 
the brakes must overcome the weight of the load in addi¬ 
tion to the momentum of the car. 


264 AIR BRAKE QUESTIONS & ANSWERS. 


Q. Will wheels generally slide at high or low speeds ? 

A. Wheels usually slide at low and not at high 
speeds, as the friction between the wheel and brake shoe 
increases as the speed of the wheel decreases. 

Q. Should trainmen always observe the wheels when 
starting from a terminal and when starting after the 
train had been standing for an unusual length of time 
en route during freezing weather? 

A. Trainmen should always examine the car wheels 
to see that no brake shoes are frozen to the wheels, which 
can be detected when the train is starting by watching 
the wheels to see that they revolve. 

Q. Are the wheels of a passenger car more liable 
to slide than those of a freight car ? 

A. There is a greater liability of wheels of a pas¬ 
senger car sliding than those of a freight car, as the 
passenger car has a braking power with an emergency 
application of ninety per cent, of its light weight, while 
the braking power of empty freight cars is seventy per 
cent, of their light weight. 

Q. Where did the triple valve derive its name from? 

A. The valve receives its name from the three dis¬ 
tinct operations that it performs in response to variation 
of brake pipe and auxiliary reservoir pressures, which 
are, charging the auxiliary reservoir, applying the brakes 
and releasing the brakes. 

Q. What is the principle upon which a triple valve 
acts ? 

A. The greater pressures governing the lesser. 

Q. Is there any difference in the action of the quick 
action triple and plain triple valve in a service applica¬ 
tion ? 


AIR BRAKE QUESTIONS & ANSWERS. 265 

A. There is no difference whatever in service appli¬ 
cation, as their action and the parts employed are iden¬ 
tical, with the exception of the additional ports placed in 
the slide valve of the quick action triple, but which are 
used only in an emergency application of the brake. 

Q. In what manner is the brake apparatus charged? 

A. As the air flows from the main reservoir through 
the brake and reducing valves into the brake pipe 
throughout the train, a cross-over pipe connects the brake 
pipe to the triple valve, the pressure from the brake pipe 
passing into the triple, thence through the feed groove 
into the chamber where the slide valve is located, and 
thence into the auxiliary reservoir. 

Q. How long does the air continue to flow into the 
auxiliary ? 

A. Until the pressure in the brake pipe is greater 
than that in the auxiliary, or until the pressures are 
equal on both sides of the triple piston. 

Q. What action must be taken to cause the triple 
piston to move from release position? 

A. Any reduction in brake pipe pressure will cause 
the piston to move from release position. 

Q. Why does a reduction in brake pipe pressure 
cause the triple to respond? 

A. As auxiliary pressure is then greater, it forces 
the triple piston toward the lesser pressure. 

0 . What is the action of the triple piston when it 
moves from release position? 

A. It first closes the feed groove and moves the 
graduating valve from its seat; the lug on the opposite 
end of the piston stem has then come in contact with the 
slide valve, causing it to move with the piston and grad¬ 
uating valve, closing the exhaust port, -and continuing to 


266 AIR BRAKE QUESTIONS & ANSWERS. 


move until the projecting stem of the piston strikes the 
stem of the graduating spring. 

Q. When the stem of the triple piston rests on the 
graduating stem, what position has the slide valve as¬ 
sumed ? 


A. The slide valve has assumed a position over the 
service port, and, the graduating valve having been 
pulled from its seat when the piston first moved, the 
auxiliary pressure is now free to pass through the port 
in the slide valve, called the service or graduating port, 
which leads to the brake cylinder. 


Q. How long does the graduating valve remain ofif 
its seat, allowing auxiliary pressure to flow into the brake 
cylinder ? 

A. Just as long as auxiliary pressure is the greater, 
the graduating valve will remain unseated; as the auxil¬ 
iary pressure expands into the brake cylinder it grad¬ 
ually becomes less; when the brake pipe pressure be¬ 
comes enough greater than that in the auxiliary, it over¬ 
comes the friction of the triple piston packing ring, and 
the piston automatically moves back and seats the grad¬ 
uating valve. 

Q. Does the slide valve move when the piston seats 
the graduating valve ? 

A. It does not, as the difference in pressure between 
the auxiliary and brake pipe is just enough to overcome 
the friction of the triple piston, but not enough to over¬ 
come the friction of the slide valve, which would allow 
the slide valve to remain stationary when the graduating 
valve is closed. 


Q. How do the pressures now stand in the auxiliary 
and brake pipe? 


AIR BRAKE QUESTIONS & ANSWERS. 267 


A. They are practically equal, although the auxil¬ 
iary pressure was a trifle less in order to allow the triple 
piston to move back sufficiently to seat the graduating 
valve. 

O. What action must be taken to apply the brakes 
with greater force ? 

A. An additional reduction of brake pipe pressure 
must be made. 

O. How does an additional reduction of brake pipe 
pressure cause the brake to become set harder? 

A. The auxiliary pressure again being the greater, 
forces the triple piston toward the lesser pressure until it 
is again stopped by the graduating stem, the movement 
of the piston being just sufficient to unseat the graduat¬ 
ing valve, allowing the same amount of pressure to pass 
from the auxiliary to the brake cylinder as was taken 
from the brake pipe. When the pressure in the auxiliary 
becomes slightly less than that on the brake pipe side, the 
piston will again seat the graduating valve. 

O. How often should brake pipe reductions be made 
to fully set the brake ? 

A. Until the pressures have equalized between the 
auxiliary and brake cylinder. 

Q. After the pressures have equalized between the 
brake cylinder and auxiliary, will any further reduction 
cause the brakes to be set with greater force? 

A. Any further reduction of brake pipe pressure 
would only cause a waste of air, as there is no further 
power in the auxiliary to set the brakes with any greater 
force. 

Q. What action is necessary to cause a release of the 
brake ? 


i 


268 AIR BRAKE QUESTIONS & ANSWERS. 


A. It is necessary to produce a greater pressure on 
the brake pipe side of the triple piston than on its auxil¬ 
iary side. 

0 . How is this accomplished? 

A. By moving the engineer’s brake valve to release 
position so as to connect main reservoir pressure with 
that of the brake pipe, which allows all excess pressure 
to flow from the main reservoir to the brake pipe, caus¬ 
ing the pressure on the brake pipe side of the triple piston 
to be sufficiently increased to overcome auxiliary pres¬ 
sure and force the triple piston to release position, car¬ 
rying with it the slide valve and graduating valve and 
opening the exhaust port from the brake cylinder to the 
atmosphere, causing the brakes to release. 

Q. The feed groove leading from the brake pipe side 
of the triple piston to the auxiliary being very small, how 
long will it take to charge the auxiliary reservoir from 
zero to a pressure of seventy pounds? 

A. About seventy seconds with a brake pipe pres¬ 
sure of seventy pounds. 

Q. Can a train of fifteen cars or more be charged as 
quickly as four or five cars? 

A. They can, providing the pump is able to maintain 
the seventy-pound brake pipe pressure; if not, it will re¬ 
quire more time. 

Q. Why are the feed grooves not made larger in 
order that the auxiliary may be charged more quickly? 

A. The object in not making the feed grooves larger 
is to provide for charging all auxiliaries alike at the same 
time. On long trains, if the feed grooves were larger, 
the auxiliaries on the head end of the train would charge 
faster than those on the rear; also if the grooves were 
larger, the triple piston would not respond to a reduction 


AIR BRAKE QUESTIONS & ANSWERS. 269 


in brake pipe pressure as promptly as with the smaller 
groove, as the air would feed back into the brake pipe to 
some extent when a light reduction was made. 

Q. What kind of reduction is required to set the 
brakes in emergency ? 

A. A sudden reduction at the triple valve. 

Q. Are plain triples still used? 

A. They are used at the present time, but exclusively 
on engines and tenders. 

is the action of the quick action triple 
in emergency application? 

A. A quick brake pipe reduction causes the auxil¬ 
iary pressure to force the triple piston the full length 
of its travel, compressing the graduating spring on 
account of its inability to withstand the sudden impact 
from the triple piston. 

When the triple piston has traveled to its extreme 
position, the emergency port of the slide valve is in 
front of the port leading to the brake cylinder, and at 
the same time the removed corner of the slide valve 
is in front of the port leading to the top of the emer¬ 
gency piston, allowing auxiliary pressure to enter and 
forcing "the piston downward and unseating the emer¬ 
gency valve. This valve being unseated, allows all 
pressure to escape from cavity Y. With no pressure 
in cavity Y to hold the brake pipe check to its seat, 
brake pipe pressure unseats the valve and air passes 
into cavity Y and over the seat of the emergency valve 
into the brake cylinder, and at the same time auxiliary 
pressure is entering the cylinder through the service 
port S. As soon as the pressures in the brake cyl¬ 
inders and brake pipe have equalized, the emergency 
piston, rubber seated valve and check valve will return 


270 AIR BRAKE QUESTIONS & ANSWERS. 


to their normal positions, the auxiliary pressure con¬ 
tinuing to flow into the brake cylinder until the pres¬ 
sures between the auxiliaries and brake cylinder are 
equal. 

O. As the brakes are set with greater force in an 
emergency than in a service application, by reason of 
using a portion of the brake pipe pressure, will the 
brakes be more difficult to release than when set in a 
service application? 

A. The quick action triple valves will be harder 
to release, as air from the brake pipe assisted in set¬ 
ting the brakes in emergency, the brake cylinder pres¬ 
sure equalizes higher than in service; therefore, the 
brake pipe pressure must be made higher to overcome 
the auxiliary pressure and force the triple piston to 
release position. 

0 . After a partial service application has been 
made, can a quick action of the brakes be produced? 

A. That would depend on the amount of reduc¬ 
tion that has been made in service. As a rule, there 
is very little gained in making an emergency applica¬ 
tion after a service reduction in brake pipe pressure 
has been made, but by using the emergency after a 
partial service application, the brakes will be applied 
in full service more quickly than with a continued ser¬ 
vice reduction. 

O. How must a reduction be made in brake pipe 
pressure to cause the triple to assume quick action 
position ? 

A. A reduction in brake pipe pressure must be 
faster than the auxiliary pressure can pass to the brake 
cylinder through the service port in the slide valve, 
in which case the graduating spring cannot withstand 


AIR BRAKE QUESTIONS & ANSWERS. 271 


the pressure of the triple piston, which will allow it 
to travel full stroke, bringing the quick action parts 
into service. 

Q. Why is port S in the slide valve, which is 
brought into service in an emergency application, made 
smaller than port Z used in service application ? 

A. This port is made smaller in order to retard 
the auxiliary pressure and allow as much air as pos¬ 
sible to enter the brake cylinder from the brake pipe 
before the pressures equalize between the brake pipe 
and cylinders, which causes the quick action parts to 
return to their normal positions and allows auxiliary 
reservoir pressure to continue feeding to the brake cyl¬ 
inder until their pressures are equal. 

Q. If four or more cars which are cut out or 
two dead engines are together in the train, can a suffi¬ 
ciently sudden reduction be made at the first working 
triple behind the cut-out cars to cause the triples be¬ 
yond to assume emergency position? 

A. As a rule they would not assume emergency 
position on account of the frictional resistance of the 
air passing through the brake pipe, which would pre¬ 
vent a sudden reduction at the first quick action triple 
valve back of the cut-out cars. 

Q. What would be the effect of a weak or broken 
graduating spring? 

A. O11 short trains, there would be nothing to 
stop the triple piston when it reached service position, 
and it would continue to move to emergency position. 

Q. Will a weak or broken graduating spring al¬ 
ways cause the triple to be thrown into quick action? 

A. No, only with short trains, for the reason that 
with a service brake pipe reduction, air is drawn from 


272 AIR BRAKE QUESTIONS & ANSWERS. 


the brake pipe faster than the auxiliary pressure can 
pass to the brake cylinder through the service port in 
the slide valve, and when the auxiliary pressure is 
enough greater than that in the brake pipe* it forces 
the triple piston to emergency position, by reason of 
there being no resistance from the graduating spring, 
but on long trains it requires more time to make a 
corresponding reduction on account of the larger vol¬ 
ume of air in the brake pipe. The auxiliary pressure 
is given a longer time to pass into the brake cylinder, 
resulting in the brake pipe and auxiliary pressures re¬ 
maining about equal, which prevents the triple piston 
from moving to emergency position. 

Q. About how many cars must there be in a train 
so that a broken or weak graduating spring will not 
have an appreciable effect on the operation of the 
brakes? 

A. Usually not less than six or seven. 

O. What are the defects in a triple valve that will 
cause it to go into quick action regardless of the length 
of the train? 

A. A sticky triple or broken graduating pin. 

O. Why will a sticky triple cause the brakes to 
go into emergency? 

A. Because the triple does not respond to the first 
and at times to the second service reduction. When 
a further reduction is made, the triple is suddenly 
forced from its release position, and the graduating 
spring not being strong enough to overcome the im¬ 
pact of the triple piston, allows the triple to travel to 
emergency position, causing the brakes on that par¬ 
ticular car to set in quick action, which will cause the 


AIR BRAKE QUESTIONS & ANSWERS. 273 


next triple to assume emergency position, and so on 
throughout the train. 

Q. Why will a broken graduating pin cause the 
triple to assume emergency position? 

A. With the graduating pin broken, there is no 
other means of moving the graduating valve from its 
seat. When the triple valve moves, the auxiliary pres¬ 
sure tends to hold the graduating valve to its seat, 
which will not allow the air to pass from the auxiliary 
through the graduating or service port of the slide 
valve to the brake cylinder. When a sufficient brake 
pipe reduction has been made so that the graduating 
spring cannot withstand the auxiliary pressure acting 
upon the piston, the triple will move until it assumes 
quick action position, causing the brakes to be set in 
emergency, with the resultant effect of all other quick 
action triple valves in the train assuming emergency 
position. 

Q. What effect wilUa leak in the auxiliary have 
on the brakes when in release position? 

A. They will have the same effect as a leak in the 
brake pipe. 

Q. What effect will a leak in the auxiliary have 
when the brakes are applied? 

A. It will cause the brakes to leak off and will 
continue to draw air from the brake pipe through the 
feed ports, which will result in gradually setting the 
other brakes with greater force. 

Q. What will be the effect of a leaky rubber 
seated valve? 

A. When the brakes are applied, this leak will 
allow the brake pipe pressure and cylinder pressure 

to equalize. 

18 


274 AIR BRAKE QUESTIONS & ANSWERS. 


0 . What is the usual cause for leaks in a rubber 
seated valve? 

A. The valve held from its seat by dirt or the 
seat being badly worn or decayed. 

Q. What are the defects which will cause a blow 
at the triple exhaust with the quick action triple 
valve ? 

A. The slide valve being held off its seat by scale 
or dirt, the slide valve seat being cut, gasket 15 be¬ 
tween the auxiliary and triple being defective, gasket 
25 between the brake cylinder head and triple being 
in a defective condition, the auxiliary tube b in freight 
equipment being cracked, check case gasket 14 being 
defective, or a defective rubber seated valve. 

O. What effect will the various leaks above enu- 
merated have on the brake? 

A. A slide valve leak, a defective gasket between 
the triple and auxiliary, a cracked auxiliary tube, or a 
leaky gasket between the triple and brake cylinder 
will have the effect of reducing the pressure in the 
auxiliary reservoir and releasing the brake, while a 
leaky gasket 14 or a leak in the rubber seated valve 
10 will reduce the brake pipe pressure and tend to 
set the brake with greater force. 

O. How can the various blows at the triple ex¬ 
haust be distinguished? 

A. A ten-pound reduction should be made. If 
the blow stops and the brake sets harder, then releases, 
and the blow then starts again at the exhaust, the 
trouble is due to a leak between the triple and aux¬ 
iliary or between the triple and brake cylinder, or it 
may be caused by a cracked auxiliary tube; but if the 
blow continues and the brake releases, it is due to a 


AIR BRAKE QUESTIONS & ANSWERS. 275 

defective slide valve, while if the blow stops and the 
brake sets harder and does not release it indicates a 
leak at gasket 14 or at the rubber seated valve. 

Q. Are there other defects in the triple valve 
which will cause the brake to release? 

A. Other defects which will cause a release of the 
brakes are a leaky bleed cock in the auxiliary reser¬ 
voir, a leak in the pipe connection leading from the 
triple valve to the auxiliary or in the pipe connection 
leading from the triple valve to the brake cylinder, 
the packing leather in the brake cylinder becoming 
worn, the piston not covering the leakage groove, or 
a leak between the brake cylinder head and cylinder. 

Q. What are the duties of the triple piston? 

A. The duties of the triple piston are to open and 
close the feed grooves and guide the movement of 
the slide valve and graduating valve, and it also forms 
a dividing line between the auxiliary reservoir and 
brake pipe pressures. 

Q. What are the duties of the slide valve? 

A. The duties of the slide valve are to open and 
close communication between the auxiliary reservoir 
and the brake cylinder and to open and close com¬ 
munication between the brake cylinder and the atmos¬ 
phere, in conjunction with the graduating valve and 
triple piston. It is also the duty of the slide valve in 
the quick action triple to open and close communica¬ 
tion between the auxiliary reservoir and the emer¬ 
gency piston. 

Q. What is the duty of the graduating valve? 

A. To graduate the flow of air from the auxiliary 
reservoir to the brake cylinder, in conjunction with the 
slide valve and triple piston. 


276 AIR BRAKE QUESTIONS & ANSWERS. 


Q. What is the new type of triple valve called? 

A. It is called the improved “K” triple valve. 

Q. Does this valve differ in principle and operation 
from the old standard triple valve? 

A. No, the valve operates on the same principles as 
the old valve; that is, a reduction of brake pipe pressure 
causes the brake to apply and an increase of brake pipe 
pressure causes it to release. 

Q. What are the most important advantages of the 
improved valve over the old type? 

A. A portion of the brake pipe air is vented to the 
brake cylinder in each service application, resulting in a 
quicker reduction of pressure in the brake pipe through¬ 
out the train and a quicker serial application of the brakes 
than is obtained with the old triple. When the brakes are 
released on long trains, those on the front portion may be 
held applied for a period of time, allowing the brakes on 
the rear of the train more time to become released. 
There is also a retarded recharging feature in this valve 
which retards the recharge at the head end of the train, 
resulting in a greater amount of air being available with 
which to release and recharge the brakes at the rear of 
the train. This type of valve also does away with the 
objectionable feature of the old valve in that it prevents 
the auxiliary reservoirs at the head end of the train from 
becoming overcharged, which overcharge usually results 
in a reapplication of the brakes near the head end of the 
train when the brake valve is moved to running position, 
necessitating a second release of the brakes. 

Q. When an emergency application of the brakes 
has been made, is there any advantage of the new triple 
valve over the old one? 


AIR BRAKE QUESTIONS & ANSWERS. 277 


A. The emergency feature of the triple valves has 
not been changed, and the results obtained are prac¬ 
tically identical with both valves. 

Q. When making a service application of the brakes 
with a 70-pound brake pipe pressure, how much reduc¬ 
tion is required to fully set the brakes ? 

A. About seventeen pounds, or three pounds less 
than with the old triple. 

O. Will the “K” type triple give satisfactory results 
when mixed with a number of the old style triples ? 

A. It will give satisfactory results in any part of 
the train, and, in fact, it will very materially improve 
the action of the old triple. 

Q. How many sizes of the “K” triple are there in 
use ? 

A. Two—the Ki and the K2. 

Q. On what size can equipment are the Ki and K2 
used ? 

A. The Ivi is used on 8-inch freight equipment and 
the K2 on 10-inch equipment. 

Q. Can a Ki and a K2 be substituted for the cor¬ 
responding size of the old style triple? 

A. They are interchangeable on their respective res¬ 
ervoirs. 

Q. On a train of 70 to 90 cars, will a 5-pouqd ser¬ 
vice reduction cause all the brakes to set in service appli¬ 
cation ? 

A. A 5-pound reduction will cause all brakes to ap¬ 
ply, and they will be as effective in stopping a train at 
the speed of 15 or 20 miles per hour as a 10 or 15-pound 
service reduction with the old style triple valve. 

Q. Are the defects and troubles of the “K” type 
triple the same as with the old type triple valve? 


tT' 



278 AIR BRAKE QUESTIONS & ANSWERS. 


A. They are practically the same, and can be located 
and remedied in the same manner. 

Q. What is the difference between an application 
and a reduction? 

A. An application consists of a number of reduc¬ 
tions without releasing the brakes and may be made sev¬ 
eral times during an application. 

Q. How should the air brake equipment be tested 
for leaks? 

A. A brake pipe reduction of about 15 pounds 
should be made. If the brake releases, it indicates a 
leaky auxiliary reservoir or a leaky graduating valve. If 
the brakes leak off, and there is no sound at the triple 
exhaust, there is a leak in the pipe connection leading 
from the triple to the brake cylinder, a leak at the 
leather gasket to the brake cylinder, or a leak in the 
brake cylinder or head. If the car is equipped with a 
high speed reducing valve and the brake releases, it may 
be due to a defective valve or a leak in the pipe con¬ 
nection leading to it. Leaks can also be detected by mak¬ 
ing a service application of the brakes and examining 
all pipe connections and joints with a torch while the 
brakes are applied. 

Q. After making a full service application, how 
much pressure is there in the brake cylinder? 

A. With an eight-inch piston travel and 70 pounds 
brake pipe pressure, and a reduction of 20 pounds in 
brake pipe pressure is made, the auxiliary, brake cylin¬ 
der and brake pipe air will equalize at about 50 pounds. 

Q. Will a io-pound reduction from a brake pipe 
pressure of 65 pounds set the brake with a greater force 
than a io-pound reduction from a brake pipe pressure of 
50 pounds ? 


AIR BRAKE QUESTIONS & ANSWERS. 279 


A. A io-pound reduction from a brake pipe pressure 
of 65 pounds will not apply the brakes with greater 
force than a io-pound reduction from a 50-pound brake 
pipe pressure, as there is a pressure of only 10 pounds 
going into the brake cylinder, and it is above the equal¬ 
izing point of the two pressures. 

Q. How can a greater pressure be secured in the 
brake cylinder? 

A. By the use of higher brake pipe pressure, shorter 
piston travel and the use of the emergency with the 
quick action triple; also by the use of the retainers after 
a second service or emergency application has been made. 

Q. What is meant by an over-reduction? 

A. An over-reduction is one in which the brake 
pipe pressure is reduced below the point at which the 
auxiliary reservoir and brake cylinders equalize. 

Q. What is the result in air brake practice of mak¬ 
ing an over-reduction ? 


A. It results in a useless waste of brake pipe air 
and an irregular and often a difficult release of the 
brakes. 


Q. How much pressure is it necessary to add to 
the brake pipe to release the brakes ? 

A. To release the brakes it will be necessary to 
raise the brake pipe pressure the entire length of the 
train above the pressure in the auxiliary reservoir pres¬ 
sure. A slight difference in the pressure is usually suffi¬ 
cient to overcome the frictional resistance of the triple 
piston and slide valve. 

Q. How much time is required for the brakes to re¬ 
lease ? 

A. Usually about one-half second for each car in the 

train. 


280 AIR BRAKE QUESTIONS & ANSWERS. 


Q. How much pressure must be admitted to the 
brake pipe to release the brakes when an over-production 
has been made? 

A. It will be necessary to increase the brake pipe 
pressure the amount of the over-reduction plus the 
amount required to overcome the resistance of the triple 
piston and slide valve. 

Q. How many applications of the brakes should be 
made to stop a train? 

A. It is advisable on passenger trains to make two 
applications, which insures a more smooth and accurate 
stop without danger of wheel sliding. More than one 
application is not advisable on a freight train, for the 
reason that on long freight trains with the old style triple 
valves the head brakes will release before the rear 
brakes, allowing the slack to run out with consequent 
danger of breaking in two. 

Q. At what times should an emergency application 
be made? 

A. Only in cases of actual emergencies to prevent 
an accident. 

Q. At what time is an emergency application the 
most effective on a train—at fast or at slow speed ? 

A. At slow speed, as the friction between the brake 
shoe and wheel is greater at slow than at high speed. 

Q. How many air brake cars should be operated by 
one engine? 

A. All air brake cars in the train should be in ser¬ 
vice and must represent at least 75 per cent, of the total 
number of cars in the train. 

0 . Can an engineman tell approximately by a five or 
six-pound reduction about how many air brake cars are 
coupled ? 


AIR BRAKE QUESTIONS & ANSWERS. 281 


. A. An engineman can tell approximately how many 
cars are coupled up by the length and strength of the 
brake pipe exhaust, but he cannot tell how many cars 
are cut in or working. 

Q. What are the joint duties of enginemen and 
trainmen in making tests of the brakes ? 

A. When testing the brakes on freight trains, the 
engineman should have full pressure in the main reservoir 
when coupling onto the train. The brakeman should 
open the angle cock on the tender and note that there is 
a good blast of air before coupling the hose; after the 
hose is coupled, the angle cock should be opened grad¬ 
ually. When the train is charged, the rear brakeman 
stationed at the rear air car should transmit the signal 
to apply the brakes to the head brakeman, who should 
repeat the signal to the engineman, who will then make 
a 25-pound brake pipe reduction. After the brakes have 
been applied, the head and rear brakemen should walk 
toward one another, inspecting the brake on each car to 
see that it has applied, noting the piston travel and look¬ 
ing for brake pipe, cylinder and auxiliary leaks. When 
the brakemen meet, they should signal the engineman 
to release the brakes and then return to their respective 
ends of the train, noting that all brakes have released. 
If any brake fails to release, it should be cut out, carded 
atjd the auxiliary reservoir drained of its air. 

Q. How should a terminal test be made on a pas¬ 
senger train ? 

A. The same rule should be followed as with a 
freight train, but in addition the air signal line should be 
tested. The brakeman should pass through the train 
testing the car discharge valve of each coach, he should 
give the engineman the hand signal to apply the brakes 


282 AIR BRAKE QUESTIONS & ANSWERS. 


from the head end of the train, and then pass along the 
train inspecting the brakes to see that they are applied. 
After reaching the rear of the train, he should signal 
the engineman to release the brakes by giving four dis¬ 
tinct blasts of the air whistle, and then return to the head 
end of the train, noting that all brakes are released. 

Q. What is meant by a running test, and how should 
it be made ? 

A. When a train leaves a terminal or a change is 
made in the make-up of a train, the engineman should 
make a running test of the brakes after the train has 
moved a train length, by applying the brakes with the 
throttle open. As soon as all brakes are felt to take hold, 
they should be released. 

Q. At what other times should a running test be 
made ? 

A. This test should be repeated when engines are 
changed, adding a double-header, after long delays on 
the road, when air cars are added to or set out from the 
train, when the engine is cut off and when the train has 
been cut at a crossing. 

Q. When should a two-mile running test of the 
brakes be made? 

A. The two-mile running test should be made be¬ 
fore descending heavy grades and when approaching 
tunnels, meeting points, railroad crossings, junction 
points, interlocking plants, ends of double track and 
other dangerous localities where a stop may be required. 

Q. In testing the brakes, should an emergency appli¬ 
cation be made? 

A. Emergency applications must not be made when 
testing brakes, as some brakes will set in the emergency 
that would not set in a service application; it would 


AIR BRAKE QUESTIONS & ANSWERS. 283 


also cause a waste of brake pipe air, making- it difficult to 
release the brakes. 

Q. Why should a full reduction be made when mak¬ 
ing a standing test instead of five or six pounds ? 

A. A five or six-pound reduction will not be suffi¬ 
cient to force the pistons by the leakage grooves on'a 
long train; also with a light reduction, the brakes on 
cars that have not been fully charged will not apply and 
it would not be possible to get full piston travel, as 
would be the case with a full service reduction. 

Q. If one triple goes into the emergency when a 
service reduction is made, will all other triples apply in 
quick action? 

A. If one triple goes into the emergency position, 
all others will follow, as the sudden reduction of brake 
pipe pressure rushing to the brake cylinder will cause 
the other triples of either type to go into emergency. 

Q. How can a defective triple be located? 

A. To locate a defective quick action triple on a 
train of from five to ten cars, the engineman should 
make a five-pound brake pipe reduction, and the car on 
which the brake does not set should be located. When 
the car is located, a further reduction should be made, 
and if the brake on this particular car sets in quick ac¬ 
tion, it should be cut out and carded; the entire train 
should then be recharged, and another test made. On 
long trains it will be necessary to make sectional tests, 
cutting in ten or twenty cars with each test, and pro¬ 
ceeding as above described. 

Q. Why, in making a terminal test, should the 
brakes be held set until thoroughly inspected by the train¬ 
men ? 



284 AIR BRAKE QUESTIONS & ANSWERS. 

A. The longer a brake remains applied, the more 
certain an engineman and trainman can be that it will 
hold for a long, hard stop. A brake that will not remain 
applied for one minute or longer is considered a poor 
brake and it should be carded. 

Q. Should the brakes be left set or released before 
detaching the locomotive from the train ? 

A. The brakes should always be released and hand 
brakes used to hold the train if necessary. The ah 
brakes should never be depended upon for holding the 
train on a grade when the engine is detached. 

Q. What are the usual causes of the brakes drag¬ 
ging or failing to release? 

A. This trouble is usually due to leaks or insuffi¬ 
cient excess pressure, especially on long trains. Another 
frequent cause of brakes dragging results from engine- 
men moving the brake valve from running to release 
position in trying to release imaginary brake dragging. 
At times a heavy leakage from the brake pipe occurs 
when trains are stretched after standing, particularly in 
cold weather when the air hose becomes frozen. 

Q. How should a train be handled by trainmen 
when using the tail hose? 

A. When a tail hose is to be used to control the 
brakes on passenger trains when backing up, the ter¬ 
minal test of the air brakes should be made by the en¬ 
gineman, and a test of the tail hose should then be made 
by the trainman stationed on the rear car, the test by 
the trainman to be made after the train is in motion, the 
first application being made about 200 feet from the 
starting point. The valve of the tail hose should be 
opened slowly and the opening gradually increased until 
the valve is wide open or the train has slowed down as 


AIR BRAKE QUESTIONS & ANSWERS. 285 


much as desired or has been brought to a stop. This 
valve should not be opened and closed; if the applica¬ 
tion has been too strong, the closing of the tail hose valve 
will allow the brakes to release and recharge. The ra¬ 
pidity with which the valve is opened must be determined 
by the speed, the length of the train and the distance 
within which it must be stopped. I11 cases of emergency, 
the valve should be instantly opened to its full extent. 

O. When two or more engines are coupled to¬ 
gether, which engineman should do the braking? 

A. The engineman on the leading engine should 
always do the braking. 

Q. When should hand brakes be used on the rear 
of a freight train? 

A. Only upon a signal for brakes and when a train 
consisting of part air cars is backing, the hand brakes 
should always be used to furnish most of the braking 
power required. If the engineman requires additional 
braking power on account of not having a sufficient 
number of air brake cars, the hand brakes immediately 
behind the air cars should be used when going ahead. 

Q. Should the brakes be released on a long freight 
train after it has been reduced to slow speed? 

A. When the speed of a long freight train has 
been reduced to ten or twelve miles per hour, it is 
considered the best policy to come to a full stop before 
releasing. If, however, the engine is equipped with 
the combined straight air and automatic brake, the 
ET equipment or the New York brake valve, the en¬ 
gine and tender brakes can be applied and the auto¬ 
matic brakes released without danger of parting the 
train even at slow speeds. 


286 AIR BRAKE QUESTIONS & ANSWERS. 


Q. What is the purpose of the train air signal? 

A. To permit prompt and accurate signaling from 
the trainmen to the enginemen on passenger trains. 

Q. What is the power which causes the whistle 
to sound? 

A. Compressed air pressure. 

0 . AVhat are the essential parts of the air signal 
equipment? 

A. The pressure reducing valve, the signal valve, 
the car discharge valve, whistle and the necessary 
amount of piping. 

O. What is a pressure reducing valve, and what 
are its functions? 

A. It is a valve connected to the main reservoir, 
and its purpose is to supply the signal system at a 
lower pressure than that in the main reservoir. 

O. What is considered standard pressure for the 
signal line? 

A. The best results are obtained by using a pres¬ 
sure of about 40 pounds, which is considered standard. 

O. How should a reduction in the signal pipe be 
made to cause the whistle to sound properly? 

A. A short, quick exhaust or reduction is neces¬ 
sary to cause the whistle to sound distinctly, while a 
long, gradual reduction will not cause it to sound. 

O. Why will the signal valve fail to cause a blast 
at the whistle when a slow, gradual reduction is made? 

A. With a slow, gradual reduction of signal line 
pressure, instead of reducing the pressure in the signal 
line below that in the chamber under the diaphragm, 
the pressure feeds from this chamber back into the 
signal line, which removes the power which should 
operate the signal valve. 


AIR BRAKE QUESTIONS & ANSWERS. 287 


Q. What are the operative parts of the reducing 
valve? 

A. Supply valve 4, supply valve spring 6, reducing 
valve piston 7, piston rod 10, diaphragm 11 and regu¬ 
lating spring 13. 

O. In what manner does the air pass through the 
reducing valve to the signal pipe? 

A. Air enters from the main reservoir at the con¬ 
nection on the main reservoir side, and supply valve 
4, being raised off its seat, permits the air to pass by 
the seat of the supply valve into diaphragm chamber 
C, and thence through port b to the signal' pipe con¬ 
nection. 

Q. When the desired pressure in the signal pipe 
has been obtained, how does the reducing valve stop 
the flow of air from the main reservoir to the signal 
pipe ? 

A. Signal line pressure is present at all times on 
the diaphragm, and when the desired pressure in the 
signal line is obtained it exceeds the tension of the 
regulating spring and the diaphragm is forced to its 
lower position, permitting supply valve spring 6 to 
seat supply valve 4, shutting off the flow of air from 
the main reservoir to the signal line. 

Q. After the air has passed through the reducing 
valve, to what part of the signal system does the air 
then pass ? 

A. It passes to the signal line throughout the en¬ 
tire train, and also to the whistle signal valve, causing 
it to become charged. 

O. What is the duty of the signal valve? 

A. The purpose of the valve is to regulate the 
flow of air to the signal whistle. 


288 AIR BRAKE QUESTIONS & ANSWERS. 


Q. What are the operative parts of the whistle signal 
valve? 

A. The signal valve consists of two operative parts, 
namely, the rubber diaphragm 12 and signal valve 
stem 10. 

0 . How does the air pass to the signal valve when . 
the system is being charged? 

A. Air enters the signal valve from the signal 
line, passes through port d into chamber A above the 
diaphragm, also through port C and around piston 
stem 10 and into chamber B, causing the air pressure 
to equalize above and below diaphragm 12. 

O. What is the action of the signal valve when a 
reduction is made in the signal pipe? 

A. When a quick reduction is made in the signal 
pipe, it causes a reduction of pressure in chamber A 
above the diaphragm, and the pressure in chamber B, 
then being the greater, causes the diaphragm to raise, 
lifting signal valve 10 off its seat. 

0 . In what manner does the air pass to the 
whistle causing it to sound? 

A. The air pressure in chamber B passes by dia¬ 
phragm stem 10 and unites with the air pressure pas¬ 
sing through port C, thence through port c below the 
valve stem and into,the pipe leading to the whistle, 
which causes a blast. 

Q. What is the action of the valve which causes 
it to close after the blast of the whistle has been given? 

A. The same reduction of signal line pressure 
which causes the signal valve to operate also'causes 
the reducing valve to open, which permits main res¬ 
ervoir pressure to flow into the signal line, restoring 
the pressure. This raises the signal line pressure and 


AIR BRAKE QUESTIONS & ANSWERS. 289 


also causes the pressure to be raised in chamber A, 
above the diaphragm, moving it to its lower position. 
Equilibrium of pressures then quickly occurs in cham¬ 
bers A and B, and the valve at the lower end of stem 
10 returns to its seat. 

O. Blow is the pressure in the signal pipe usually 
reduced to cause the whistle valve to operate? 

A. By means of the car discharge valve, it can 
be operated from any part of the train by means of a 
cord, known as the whistle cord. 

0 . What are the operative parts of the car dis¬ 
charge valve? 

A. The operative parts consist of discharge valve 
3, discharges valve spring 4 and discharge valve handle 

5 - 

Q. What is the normal position of this valve? 

A. The normal position is closed. 

Q. How is the car discharge valve operated to 
exhaust air from the signal pipe to the atmosphere? 

A. The valve is operated by means of handle 5, 

* 

which is in the form of a lever connected to the whistle 
cord. By pulling this lever in either direction, it 
forces the discharge valve from its seat, which com¬ 
presses discharge valve spring 4 and permits the air 
pressure to escape from the signal line to the atmos¬ 
phere. 

Q. When operating the whistle signal, what 
length of time should the car discharge valve be held 
open to cause the whistle to give a distinct blast? 

A. The valve should be held open for at least one 
second to produce a proper blast of the whistle. 

Q. How much intermission should be allowed be¬ 
tween blasts? 

19 


290 AIR BRAKE QUESTIONS & ANSWERS. 

A. An intermission of about three seconds should 
be allowed between blasts of a train of five cars or 
less, and one second should be added for each addi¬ 
tional car in the train. 

Q. Why should the discharge of air from the dis¬ 
charge valve be spaced in this manner? 

A. The spacing of the blasts is necessary in order 
to give the air pressure in the signal valve sufficient 
time to equalize above and below the diaphragm of 
the signal valve between each blast of the whistle. 

Q. If the signal line fails to charge, what part 
of the equipment should be examined? 

A. If the air fails to pass to the signal line it 
should first be noted that the signal line has cut in 
between the tender and the first car and that all angle 
cocks on the train are open, except the one on the rear 
end of the train, which should be closed. If the trouble 
still continues, it is due to a defect in some of the 
parts attached to the engine or a loose hose lining. 

O. If the signal line is properly charged and the 
air signal whistle fails to respond when a proper re¬ 
duction is made, where is the trouble likelv to be lo- 

J 

cated ? 

A. The trouble may be due to the strainer in the 
tee pipe connection or the branch pipe to the signal 
line being partly stopped up, or the parts attached to 
the engine becoming defective. 

O. What is the cause of the air whistle giving 
one long blast when a reduction is made? 

A. It may be due to the reduction being made 
too closely together or diaphragm stem io working 
stiffly in bushing 9, in which event the passage at 
e would remain open until a sufficient difference of 


AIR BRAKE QUESTIONS & ANSWERS. 291 


pressure exists in chambers A and B to force stem 10 
to its seat. 

O. What is the cause of an air whistle giving a 
blast each time the brakes are released? 

A. It indicates that the signal line pressure is 
charged up to that in the main reservoir. 

O. What is the cause and effect of an over- 
charged signal line? 

A. Overcharging of the signal line is usually due 
to there being a direct opening between the signal line 
and main reservoir, which will allow air to flow from 
the signal line to the main reservoir each time the 
main reservoir pressure is reduced. This will cause a 
reduction of signal line pressure at the signal valve, 
which will open the signal valve, causing the whistle 
to sound. 

Q. How can it be detected by the trainmen when 
the signal line is overcharged? 

A. It can be detected from the train by an un¬ 
usually strong discharge of air from the car discharge 
valve. 

Q. What is the purpose of the brake cylinder? 

A. To hold the piston from which the power is 
developed when the brake is applied. 

O. What are the parts contained within the brake 
cylinder ? 

A. Piston head, piston, piston packing leather, ex¬ 
panding ring and piston release spring. 

0 . What is the purpose of the packing leather? 

A. It is to make an air tight joint around the pis¬ 
ton, preventing the air which is admitted to the brake 
cylinder from escaping by the piston to the atmos¬ 
phere. 


292 AIR BRAKE QUESTIONS & ANSWERS. 


Q. What is the purpose of the expanding ring? 

A. It is used to set the packing leather out snug¬ 
ly against the cylinder wall. 

Q. What is the purpose of the piston release 
spring? 

A. The purpose of this spring is to move the pis¬ 
ton back to its normal or release position after the 
pressure has been exhausted from the brake cylinder. 

Q. Are there any grooves or ports in the brake 
cylinder? 

A. There is a groove called the leakage groove, 
which is about three inches in length and is cut in the 
side or top of the brake cylinder. 

O. What is the purpose of the leakage groove? 

A. If the exhaust port in the slide valve of the 
triple valve should in any manner become obstructed 
or the triple valve moved to service position, closing 
the exhaust port, a slight flow of air into the brake 
cylinder will, instead of forcing the piston out, es¬ 
cape through the leakage groove to the atmosphere at 
the non-pressure end of the cylinder. 

0 . What determines the size of brake cylinder 
to be used on the different classes of equipment? 

A. The size of the brake cvlinder is determined 
by the total weight of the empty car resting on the 
rails. 

O. Where are brake cylinders usually located? 

A. Underneath the cars at a point which is the 
most accessible for repairs and where they can be 
operated to their best advantage. 

O. What is the purpose of the auxiliary reservoir? 

A. It is a place of storage for air pressure with 
which to apply the brakes on that particular car. 


AIR BRAKE QUESTIONS & ANSWERS. 293 


Q. What governs the size of the auxiliary reser¬ 
voirs used on the various classes of equipment? 

A. The size of the brake cylinder. 

Q. Why is the size of the reservoir governed by 
the size of the brake cylinder? 

A. In order that the pressure in the reservoir and 
brake cylinder will equalize at the proper pressure 
when the brake is fully applied. 

Q. What are the defects usually found in brake 
cylinders ? 

A. Leakages are the most common defects. 

Q. What is the most common cause of leakages 
in the brake cylinder? 

A. The packing leather becoming cut or very dry 
and not forming an air tight joint between the pis¬ 
ton and cylinder wall. 

Q. What will be the effect if the expanding ring 
is not placed in its proper position or is broken? 

A. The packing leather will not be held against 
the cylinder wall, thus permitting a leakage, and it 
may also bind the piston, preventing it from returning 
to release position after the pressure has been ex¬ 
hausted. 

Q. What will be the effect of a broken or weak 
piston release spring? 

A. A broken or weak release spring will fail to 
force the piston-back to its normal or release position 
after the pressure has been exhausted from the cyl¬ 
inder. 

Q. What will be the effect if the leakage grooves 
become stopped up? 

A. If the grooves should become stopped up and 
the exhaust port is obstructed, it would possibly cause 


294 AIR BRAKE QUESTIONS & ANSWERS. 


the brakes to set slowly if a leak existed to the brake 
cylinder, as the air which is admitted to the brake cyl¬ 
inder could not escape past the piston. 

Q. What is an automatic slack adjuster? 

A. It is a simple mechanism attached to passenger 
equipment, by which a predetermined piston travel is 
constantly maintained and allows the brakes of each 
car to do their full amount of work. 

O. What is the necessity of the slack in the brake 
rigging being taken up as fast as it occurs? 

A. By constant wear the brake shoes become 

thinner, causing the piston to travel further and re¬ 
sults in reducing the brake cylinder pressure and the 

holding power of the brakes. 

0 . In what manner is the slack adjusted on 
equipment not equipped with the automatic slack ad¬ 
juster? 

A. It is taken up in the brake rigging by hand 
with the dead levers or connecting rods. 

O. As the work of the automatic adjuster is based 
on running travel, will the standing travel be uniform 
on all cars? 

A. The standing travel of the pistons will not 
necessarily be uniform on all cars in the train, for the 
reason that the effect of the movement of the brake 
rigging and brakes is not the same when standing as 
when running. 

O. Is the automatic slack adjuster a complicated 
device ? 

A. It is not complicated; simplicity is one of its 
strongest features. 

O. What is the construction of the standard pres¬ 
sure retaining valve? 


AIR BRAKE QUESTIONS & ANSWERS. 295 


A. It consists of weighted valve r and enclosed in 
casing 3, and seating in passage b this valve is screwed 
onto the farther end of the pipe leading to the exhaust 
port of the triple valve. 

Q. What is the purpose of the retaining valve ? 

A. The purpose of the retainer is to hold a given 
pressure in the brake cylinder after the brakes have been 
released. A pressure of 15 pounds is considered stan¬ 
dard. 

O. What is the position of the retaining valve handle 
when not in service? 

A. Perdendicular position. 

Q. What is the position of the retaining valve handle 
when in service? 

A. Horizontal position. 

Q. What other features are contained in the re¬ 
taining valve in addition to retaining 15 pounds pressure 
in the brake cylinder? 

A. In addition to holding 15 pounds brake cylinder 
pressure, the passageway of the air to the atmosphere in 
the casing is restricted to such an extent that consider¬ 
able time is consumed in discharging the brake cylinder 
pressure through the small port. This renders the re¬ 
lease of the brake much slower and exerts a retarding 
effect, giving more time for the recharging of the auxil¬ 
iary reservoir. 

Q. Is port d the same size in all retaining valves? 

A. This port varies in size with the various sizes of 
brake cylinders. 

O. What are the advantages gained by the use of 
the retainer ? 

A. It permits a much safer handling of trains, 
maintains a more uniform rate of speed down heavy 


296 AIR BRAKE QUESTIONS & ANSWERS. 


grades and a saving of air pressure; it also furnishes an 
increased cylinder pressure and a higher braking power, 
with a lower consumption of air pressure, and in addition 
permits a greater reserve force in stopping for emer¬ 
gencies. 

Q. Why will an application of the brakes with the 
retainers in use secure a greater brake cylinder pressure 
than when the retainers are not used? 

A. If a 5-pound reduction is made with the retain¬ 
ers not in use, a pressure of about 12 pounds is ob¬ 
tained in the brake cylinders, while with the retainers 
closed and a second application is made, a pressure of 
about 15 pounds will be obtained, the extra braking 
power being due to the pressure retained in the brake 
cylinder by the retaining valves. 

Q. If there is a leakage of pressure at the retaining 
valve while the brakes are released, where should the 
trouble be located? 

A. The trouble will be found in the triple valve. 

Q. If the retaining valve handle has been turned to 
a horizontal position, the brakes then released and after 
a few moments the handle is turned down and no air 
escapes, where should the trouble be looked for? 

A. The trouble is not in the retaining valve, but is 
caused by a leaky joint or connection in the pipe, or by 
the valve being held from its seat by dirt. If there is 
no leakage in the retaining valve pipe it indicates a leak 
in the brake cylinder packing. 

Q. If the air should fail to pass through the retaining 
valve with the handle turned down, and the brake re¬ 
mains set, what is the probable cause? 

A. The trouble should be looked for at the exhaust 


AIR BRAKE QUESTIONS & ANSWERS. 297 


port, which may have become stopped up by an accumula- 
tion of dirt. 

Q. In what class of passenger service is the high 
speed brake used? 

A. It was originally designed for fast express and 
mail trains, but is now being generally used in both local 
and through passenger service. 

Q. How much quicker can a passenger train be 
stopped when using the high speed brake than when 
using the ordinary quick action brake ? 

A. The train can be brought to a stop in about 30 
per cent, less distance. 

Q. How can a high speed braking power be used 
without danger of flattening the wheels ? 

A. There is practically no danger of flattening 
wheels, for the reason that the brake is applied at maxi¬ 
mum pressure when the train is running at high speed, 
the automatic reducing valve reducing the brake cylin¬ 
der pressure so that when the speed of the train has been 
slackened, the brake cylinder pressure has also been re¬ 
duced to about the same as used with the ordinary quick 
action brake. 

Q. Why will the high speed braking power not 
slide the wheels when the train is running at high speed? 

A. The wheels will not slide, for the reason that 
the faster the wheels revolve, the greater , is the inertia of 
the wheels which the friction of the brake shoes must 
overcome before they will cease to revolve, the friction 
between the wheel and rail remaining about constant at 
all times, regardless of the speed of the train. 

Q. What brake pipe and auxiliary pressures arc 
usually carried with the high speed brake? 

A. About 110 pounds. 


298 AIR BRAKE QUESTIONS & ANSWERS. 


Q. At what pressure will the auxiliary and brake 
cylinders equalize when the brakes are set in the emer¬ 
gency with high speed pressure? 

A. They will momentarily equalize at about 88 
pounds, and a comparatively slow discharge of brake 
cylinder pressure will take place while the train is at its 
maximum speed. 

Q. How is the brake cylinder pressure of 88 pounds 
reduced before the train has been brought to a slow 
speed ? 

A. The reduction in pressure is accomplished by the 
automatic reducing valve. 

Q. What is the action of the automatic reducing 
valve in a service and in an emergency application of the 
. brakes ? 

A. Air that is admitted to the brake cylinder is free 
to reach the top of piston 4 of the reducing valve, and 
when the brake is fully set, the pressure in the cylinder 
being greater than the tension of the regulating spring, 
piston 4 is forced down and carries the slide valve with 
it, thus opening the triangular port b into port a , allow¬ 
ing brake cylinder pressure to escape to the atmosphere. 
The apex of the triangular port b points upward, and 
as the slide valve is drawn down slightly as in a service 
application, port b at the base has a wide opening into 
port a, allowing cylinder pressure to escape quickly. 
When an emergency application of the brakes has been 
made, the high cylinder pressure forces piston 4 down¬ 
ward to its full stroke, which allows the brake cylinder 
pressure to escape slowly through the small end of port 
b, and as the cylinder pressure is gradually vented to 
the atmosphere through port b , the regulating spring 
raises the piston and slide valve, causing the pressure to 


AIR BRAKE QUESTIONS & ANSWERS. 299 

be released more rapidly through the wider portion of 
port b, it will thus be seen that a slow exhaust from the 
reducing valve exists while the speed of the train is 
high, and a quick and more rapid exhaust takes place 
with slow speeds. 

O. At what pressure is the regulating spring set 
withstand ? 

A. It is usually set at 60 pounds. 

Cj). What chan ges are necessary to make a high 
speed brake out of the ordinary quick action equipment ? 

A. There are no changes to be made, the reducing 
valve is simply added to the equipment. 

0 . With high speed pressure of no pounds, is a 
higher cylinder pressure developed than when 70 pounds 
is used if a io-pound service reduction of brake pipe 
pressure is made ? 

A. A io-pound brake pipe pressure of no pounds 
will not apply the brakes with greater force than a 10- 
pound reduction from a 70-pound brake pipe pressure, 
as there is only a pressure of 10 pounds being ad¬ 
mitted to the brake cylinder in either case, and it is 
above the equalizing point of the two pressures. 

Q. Do the brakes apply any quicker in a service 
application with a high speed than with the ordinary 
brake ? 

A. They do, for the reason that the higher pres¬ 
sure used in high speed brake service will pass through 
the ports quicker from the auxiliary reservoir to the 
brake cylinder. 

Q. What methods of making station stops will 
produce the best results with the high speed brake? 

A. The two application method should always be 


3 oo AIR BRAKE QUESTIONS & ANSWERS. 


used, the same as when employing only 70 pounds 
brake pipe pressure. 

Q. What other advantages are there in the use of 
the high speed brake? 

A. Two full service applications of 20 pounds 
each, and releases can be made without recharging 
the auxiliary reservoir and there will still be the stand¬ 
ard 70-pound pressure available with which to stop 
if necessary. 

0 . What defects may exist in the high speed re¬ 
ducing valve which will cause the brakes to release? 

A. The slide valve or its seat being cut, broken 
or improperly adjusted, regulating spring worn out or 
defective, packing ring 5 or packing leather 20 being 
defective, or a leak in the pipe connection leading 
from the brake cylinder to the reducing valve. 

Q. Are there any provisions in the high speed re¬ 
ducing calve to prevent port b being moved below port 
a, thus maintaining the full pressure in the brake cyl¬ 
inder? 

A. The reducing valve is so constructed that 
when piston 4 moves to its full stroke it is arrested by 
shoulder 3, thus permitting the valve to be constantly 
open from the brake cylinder to the atmosphere while 
the piston and slide valve are in their lower position. 

0 . A\ hy is the New York triple called a quick 
action triple? 

A. In an emergency application it carries auxil¬ 
iary air to the brake cylinder almost instantly, equal¬ 
izing the pressure through the large opening past the 
quick action valve. In service application, air passes 
slowly from the auxiliary to the brake cylinder through 
the graduating service port only. 


AIR BRAKE QUESTIONS & ANSWERS. 301 


Q. What are the principal operative parts of the 
New York quick action triple in service application? 

A. The main triple piston QT 128, exhaust slide 
valve QT 38, graduating* valve QT 48 and vent pis¬ 
ton QT 129. 

Q. What are the additional operative parts in this 
triple when an emergency application is made? 

A. Vent valve piston QT 129, vent valve QT 131, 
quick action piston QT 137 and quick action valve QT 
139 - 

Q. Are these parts inoperative in a service appli¬ 
cation ? 

A. In service application these parts remain inop¬ 
erative, but in an emergency application they are car¬ 
ried into action. 

Q. How is the brake released with the New York 
triple valve? 

A. In the same manner as the Westinghouse triple 
valves are released; that is, by restoring the brake 
pipe pressure until it is greater than that in the aux¬ 
iliary reservoir. 

Q. What is the difference in the operation of this 
triple in service and in emergency applications? 

A. In service application it allows auxiliary pres¬ 
sure to pass to the brake cylinder gradually as re¬ 
quired to produce the necessary braking force. In an 
emergency application it allows the full auxiliary res¬ 
ervoir air to pass almost instantly into the brake cyl¬ 
inder, applying the brakes with full force, and at the 
same time it vents sufficient brake pipe air to produce 
a quick reduction in brake pipe pressure, which causes 
the following triple valve to operate in quick action, 


302 AIR BRAKE QUESTIONS & ANSWERS. 


and so on throughout the train, producing quick ac¬ 
tion upon all the brakes. 

O. Is there a greater pressure produced in the 
brake cylinder with this valve in an emergency than 
in a full service application? 

A. There is no greater pressure, as this type of 
triple valve uses auxiliary reservoir air only in both 
service and emergency applications. No greater brake 
cylinder pressure is obtained with one application than 
with another. 

O. After a partial service application has been 
made, can an emergency application be produced? 

A. An emergency application can be produced, 
but the quick action parts will not operate so as to 
produce an instantaneous equalization of pressure in 
the brake cylinder. 

O. As auxiliary air alone passes to the brake cvl- 
inder in service or emergency application, will not a 
full service be as effective as an emergency applica¬ 
tion ? 

A. While the brake cylinder pressure would be 
the same in both applications, it would not be as ef¬ 
fective in stopping a train for the reason that the ser¬ 
vice application is much slower than the emergency, 
and for this reason an emergency application is much 
more effective than a full service application. 

O. If three cars which are cut out are placed to¬ 
gether in the train, will the cut-out cars prevent an 
emergency application of the brakes beyond? 

A. Two or three cars with brakes cut out will 
not prevent the triple valves on the following cars 
from operating in quick action. 


AIR BRAKE QUESTIONS & ANSWERS. 303 


Q. In what manner does the improved New York 
style “S” quick action triple valve differ from the old 
type triple valve commonly used on freight equipment? 

A. It is a larger valve and has a larger graduating 
port for the air to pass to the brake cylinder; it also 
has a larger exhaust port, and the graduating valve 
is mounted on top of the exhaust valve. 

Q. What advantage is gained by placing the grad¬ 
uating valve QT 163 on top of the exhaust valve? 

A. It reduces the friction of the moving parts 
when the triple piston begins to move. The graduat¬ 
ing valve moves first to uncover the service ports in 
the exhaust valve; then the exhaust valve is moved 
until the graduating valves in the exhaust valve and its 
seat register with each other. 

Q. If the graduating valve QT 163 in the style 
“S” triple leaks, how can it be detected? 

A. By making a partial reduction and then noting 
whether the brake releases of its own accord. 

Q. If the graduating valve of this triple leaks, 
will it allow auxiliary pressure to escape through the 
exhaust port while in release position? 

A. A leak of this kind will not allow the auxiliary 
pressure to escape through the exhaust port while 
the exhaust valve is in release position, for in this 
position it closes the opening from the auxiliary reser¬ 
voir to the brake cylinder and atmosphere. 

O. How can this style of triple be distinguished 
from freight and 10-inch passenger triple valves? 

A. The letter “S” is cast on the triple valve and 
the triple is fastened to the brake cylinder with three 
studs. 


304 AIR BRAKE QUESTIONS & ANSWERS. 


Q. What would be the result if cap nut QT 141 
is not securely tightened? 

A. If the cap nut is not securely fastened it will 
allow auxiliary reservoir pressure to leak away the 
same as it would with the release valve slightly open, 
and if the amount of leakage is large enough it will 
cause the brakes to release. 

Q. If the check valve leaks or cap nut QT 119 is 
not securely tightened, what effect will it have on the 
brakes? 

A. It will allow all brake cylinder air to leak away 
the same as with a leaky piston packing leather. 

O. When there is a constant How of air from port 
J in the side of the triple valve, what is the probable 
cause ? 

A. The blow at port J indicates that the vent 
valve is leaking. This defect is sometimes accompa¬ 
nied by a blow at the triple exhaust valve, which in¬ 
dicates that the quick action or emergency valve is 
also leaking. If it is the vent valve which leaks, it 
would be indicated by the application of the brake 
when the cut-out cock in the cross-over pipe is closed, 
but if it is the emergency valve which leaks, the brakes 
will not apply with the closing of the cut-out cock. 

Q. If it is difficult to maintain normal brake pipe 
pressure and the brakes fail to release, properly, what 
does it indicate? 

A. It indicates a bad leak in the brake pipe. The 
hose and connections of the brake pipe should be care¬ 
fully examined, and it should be noted whether or 
not there is a blow at port J of the triple valve. 

O. If there is a leak at port J, where does the air 
come from? 


AIR BRAKE QUESTIONS & ANSWERS. 305 


A. The leakage would come direct from the brake 
pipe, due to vent valve QT 131 not being properly 
seated or the rubber seat being defective. 

Q. If the brake applies in quick action during a 
service reduction, what is the probable cause? 

A. It may be due to the packing rings in vent 
piston QT 129 fitting the cylinder too tightly, a weak 
vent valve spring, or small port F in the vent valve 
piston being stopped up. 

Q. If the emergency action will not take place 
when a sudden, heavy reduction is made, what is the 
probable cause? 

A. The packing ring of vent valve piston QT 129 
may be worn or fitting poorly. 

Q. What defects will cause a blow at the triple 
exhaust port? 

A. A blow at this port may be due to leaky ex¬ 
haust valve QT 138, leaky graduating valve QT 48, a 
defective gasket between the body of the triple valve 
and the brake cylinder head with passenger equip¬ 
ment, a defective gasket between the auxiliary reser¬ 
voir and triple with freight equipment, or a leak in 
the auxiliary tube leading from the triple valve to the 
brake cylinder. 

Q. What will be the effect of a leaky exhaust 
valve ? 

A. A leaky exhaust valve will cause a blow at the 
exhaust port whether the brake is applied or released, 
and when applied it will cause the brake to release. 

Q. What will be the effect of a leaky graduating 
valve with the triple valve in lap position? 

A. It will allow the auxiliary pressure to escape 
under the graduating valve and through the port into 

20 


306 AIR BRAKE QUESTIONS & ANSWERS. 


the brake cylinder, reducing' the auxiliary pressure and 
setting the brake with greater force. If the piston 
packing ring is in good condition, the auxiliary reser¬ 
voir will continue to feed by the defective graduating 
valve until a sufficient difference in pressure exists be¬ 
tween the brake pipe and the auxiliary reservoir to 
start the exhaust valve, when it may move to release 
position and release the brake. 

Q. What will be the effect if the piston packing 
rings on this type of triple leak? 

A. If the packing rings are defective and are leak- 
into the auxiliary reservoir as fast as the air leaks by 
the graduating valve into the brake cylinder, the brake 
will continue to set until the pressures are equal. 

Q. What are the usual causes of the brakes fail¬ 
ing to apply when the proper reduction has been made? 

A. It may be due to feed grooves or strainer being 
stopped up, preventing the auxiliary reservoirs from 
charging, or the triple valve may be in a dirty con¬ 
dition, in which case the brake will not apply with a 

i 

service reduction, but if a heavy reduction is made, 
the triple valve will be forced loose and will probably 
work satisfactorily during the remainder of the trip. 

O. What is the usual cause of this triple valve 
going into quick action when a service reduction is 
made ? 

A. The usual cause is that the triple does not re¬ 
spond to the first and sometimes the second service 
reduction, and the brake will not apply until the dif¬ 
ference between the auxiliary reservoir and brake pipe 
pressure is sufficient to cause the triple piston to start 
from its stuck position and move forward quickly to 
emergency position, the stem striking sufficiently hard 


AIR BRAKE QUESTIONS & ANSWERS. 307 


to compress spring QT 132, causing vent valve QT 
131 to open, which will cause a quick application of 
the brakes. 

Q. How can a defective triple of this type be lo¬ 
cated? 

A. It can be located by making sectional tests in 
the same manner as with the Westinghouse triple 
valves. 

Q. Why is the New York high speed reducing 
valve called a compensating valve? 

A. It is called a compensating valve for the rea¬ 
son that while operating in service application it acts 
as an ordinary safety or pressure reducing valve, 
while in an emergency application it holds the maxi¬ 
mum cylinder pressure for a limited time before a re¬ 
duction in pressure takes place. 

0 . What is the duty of the non-return check valve 
HS 83? 

A. In emergency application, the air which is 
vented from the brake pipe into the spring box HS 76 
passes non-return check valve HS 83, which then seats 
and prevents the air which is entrapped in the spring 
box from escaping, except that it can pass out slowly 
through the small port drilled through the check valve. 

Q. Describe the operation of the compensating 
valve style “A.” 

A. When an emergency application is made, a 
portion of the brake pipe air is vented at the side cap 
of the quick action triple valve, and passes through 
the pipe leading to the non-return check valve and 
spring box chamber, charging the spring box chamber 
under the piston. This pressure re-enforces the reg¬ 
ulating spring pressure under the piston and permits 


308 AIR BRAKE QUESTIONS & ANSWERS. 


a full equalization of pressures from the auxiliary res¬ 
ervoir to be had and retained for several seconds be¬ 
fore piston HS 77 can descend and upon the relief ports. 
When the air pressure in the spring box chamber has 
been reduced sufficiently below brake cylinder pres¬ 
sure, ^through the small port in the non-return 
check valve HS 33, the piston will be forced down¬ 
ward, and the relief ports controlled by the pack¬ 
ing rings HS 81 will be opened and the brake cylinder 
pressure will gradually be reduced to the point of ad¬ 
justment of the valve. 

Q. How does the compensating valve operate in 
service application? 

A. In service application, no air is vented into 
the spring box chamber; the only pressure which the 
piston has to overcome is that of regulating spring 
HS 11; consequently when the pressure in the brake 
cylinder is sufficient to overcome the tension of the 
regulating spring, the piston will be forced downward, 
promptly opening the relief ports. 

Q. Why is it important that all joints surround¬ 
ing the spring box air chamber should be kept air 
tight? 

A. In order that the air which is entrapped in the 
spring box chamber by the non-return check valve 
HS 83 can find no means of escape except through the 
small port in the check valve which regulates the es¬ 
cape of air. 

Q. What is the duty of the upper piston packing 
ring HS 81? 

A. The purpose of piston packing ring HS 81 is 
to form an air tight joint in the cylinder, preventing 
brake pipe pressure from leaking past the piston into 


AIR BRAKE QUESTIONS & ANSWERS. 309 


the spring box chamber, and it also closes the relief 
port when in normal position. 

Q. What are the functions of the lower ports 
which are controlled by the lower packing ring? 

A. The lower ports controlled by the lower pack¬ 
ing rings are leakage ports, and their function is to 
carry to the atmosphere whatever pressure may leak 
by the upper packing ring HS 81, thus preventing any 
leakage in the spring box chamber which would tend 
to balance the piston and retard the escape of air from 
the brake cylinder. 

Q. What is the purpose of the lower packing ring 
in piston HS 77? 

A. When this piston is in normal position, the 
lower packing ring HS 81 covers the leakage ports and 
prevents the spring box air from leaking past this ring 
to the atmosphere in emergency application. When 
piston HS 77 has moved to the lower end of its stroke, 
and the leakage ports to the upper and lower packing 
rings are about midway between the two rings, it is 
evident that any leakage by the upper packing ring 
will pass out through these ports. 

Q. What is the advantage of holding the maxi¬ 
mum cylinder pressure obtained from a pressure of no 
pounds in an emergency application? 

A. The advantage is that an emergency applica¬ 
tion is more effective in retarding the motion of the 
train at high speeds, the maximum cylinder pressure 
being retained until the speed of the train has been 
reduced. 

Q. Are there other advantages to be had with the 
use of high speed pressure? 


3io AIR BRAKE QUESTIONS & ANSWERS. 


A. There are other advantages, such as having the 
use of air for two or three service applications without 
recharging the auxiliary reservoir. 

O. Will the rate of reduction in brake cylinder 
pressure be about the same when the compensating 
valve is used on a 16-inch as on a io-inch cylinder? 

A. The reduction will be practically the same. 

Q. At what pressure is the compensating valve 
usually adjusted to? 

A. About 60 pounds, although for cars which have 
not standard brake gear, the adjustment sometimes 
varies from this amount. 

Q. What defects is the New York train air signal 
system subjected to which differ from those of the 
Westinghouse train air signal system? 

A. The defects of the New York train air signal 
are practically the same as those of the Westinghouse 
system. The same remedies for defects will apply to 
both signal systems. 


> O > © > iO > lO > © > © >10 > © > JO > © 


EXAMINATION QUESTIONS—BLOCK 
AND INTERLOCKING SIGNALS 
AND RULES. ANSWERS TO 
BE WRITTEN IN THE 
SPACE MARKED 
“A.” 

What is a block? 

What is a block station? 

What is a block signal? 

What is a home block signal? 

What is a distant block signal? 

What is an advance block signal? 

What is a block system? 

What is a telegraph block signal? 

What is a controlled manual block system? 
What is an automatic block system? 



312 EXAMINATION QUESTIONS—SIGNALS. 

DESCRIPTION AND INDICATIONS OF BLOCK 

SIGNALS. 


Q 

A 


Q 

A 


Q 

A 


Q 

A 


Q 

A 


Q 

A 


Q 

A 


Q 

A 


What is an absolute block system?* 

What is a permissive block signal? 

Describe a home block signal. 

What is the color of the arms? 

What is the governing arm of a block signal? 
What are the normal and stop indications? 
What is the “clear” indication? 

What is the “caution” indication? 


Q. Under what condition is the 
cation used as a permissive signal? 

A 


'caution” indi- 


Q 

A 

Q 


Describe a distant block signal? 

What does a “clear distant block signal indi¬ 


cate? 

A. 


RULES. 


Q. Are block signal rules independent of the gen¬ 
eral rules governing train movements and the move¬ 
ments directed by train orders? 


A. 



EXAMINATION QUESTIONS—SIGNALS. 313 


Q. Does the block system in any way relieve the 
trainmen from flagging in accordance with the general 
rules? 

A. 

Q. Are block signals used for any other purpose 
than blocking trains? 

A. 

Q. What is the normal indication of all home 
block signals? 

A. 

Q. What is the normal indication of distant block 
signals? 

A. 

Q. When there are no distant signals when 
should an operator change the home block signal 
from normal indication to either “clear” or “caution” 
indication ? 

A. 

Q. On single track lines should both arms or 
both lights of the home block signal display “clear” 
or “caution” indication at the same time? 

A. 

Q. When should a home block signal be restored 
to the “stop” indication after having been changed 
for a train that stops? 

A. 

Q. When should it be restored to “stop” after 
being changed for a train that does not stop? 

A. 

Q. Should clearance cards be used for trains to go 
beyond the 1,000 foot limit without first arranging for 
the block in the usual manner? 

A. 


3 i 4 EXAMINATION QUESTIONS—SIGNALS. 


Q. Should trains of inferior rights take sidings a 
sufficient time in advance to avoid blocking first-class 
and other important trains following? 

A. 

Q. What is required of a conductor before a train 
can leave a double track for a single track, or to enter 
on to the main line from a branch line? 

A. 

Q. After taking a siding to be passed by a follow¬ 
ing train, what is required before again occupying the 
main track? 

A. 

RULES—PERMISSIVE BLOCK. 

0 . By what authority may two or more trains 
running in the same direction, be allowed in the same 
block at the same time? 

A. 

Q. Will any train be permitted to enter a block 
occupied by a passenger train preceding it in the 
same direction? 

A. 

Q. Should a passenger train be allowed to enter 
a block occupied by another train moving in the same 
direction ? 

A. 

Q. At block stations where the permissive or 
three position block signal is used, what' will the con¬ 
ductor and enginemen do upon finding the signal dis¬ 
played at “caution?” 

A. 

Q. Approaching stations where the absolute or 
two position block signal is used, with the signal dis- 


EXAMINATION QUESTIONS—SIGNALS. 315 


played at "stop," what is required before the train can 
proceed ? 

A. 

O. How should trains proceed after entering a 
block under a “caution” signal or on receipt of a per¬ 
missive card ? 

A. 

O. In the event of a collision under such condi¬ 
tions, who will be held responsible? 

A. 

Q. Should the conductor and enginemen each 
have a copy of the permissive card? 

A. 

SIGNALS—AT INTERLOCKING PLANTS. 

Q. What style of signals are used at interlocking 
plants ? 

A. 

O. What governs the movement of trains at in¬ 
terlocking plants by day? What governs them by 
night? 

Q. What do the positions and shapes of the arms 
or color of the lights displayed, indicate? 

A. 

Q. Which arm, right or left, governs the move¬ 
ment of an approaching train? 

A. 

Q. Name the three different kinds of interlocking 
signals ? 

A. 

Q. When home signals have more than one arm, 
what are they called? 


316 EXAMINATION QUESTIONS—SIGNALS. 


A. 

Q. What is the shape and color of a home signal? 
A. 

Q. Where is a single arm home signal used? 

A. 

Q. How is stop indicated by day? By night? 

A. 

Q. How is “clear”or “proceed” indicated by day? 
By night? 

A. 

Q. In connection with what movement is a single 
arm home signal used? 

A. 

O. Where is a double arm home signal used? 

A. 

O. What route does the upper arm govern? 

A. 

O. How is “clear” indicated by the upper arm by 
day? By night? 

A. 

O. What route does the lower arm govern? 

A. 

Q. How is “clear” indicated by the lower arm by 
day? By night? 

A. 

Q. At junction points are the upper and lower 
arms and lights assigned to the routes they govern 
by bulletin or special notices? 

A. 

O. What is the shape and color of a distant sig¬ 
nal ? 

A. 

O. What does a distant signal indicate? 


EXAMINATION QUESTIONS—SIGNALS. 317 


A. 

Q. What is its location? 

A. 

Q. If the home signal h^s two arms, which one 
of them will the distant signal indicate? 

A. 

Q. How is “caution” indicated by the distant sig¬ 
nal by day? By night? 

A. 

Q. What should be done when “proceed with 
caution” is indicated? 

A. 

Q. How is “clear” indicated by day? By night? 

A. 

Q. What is a dwarf or pot home signal? 

A. 

Q. What is it used for? 

A. 

Q. Are the positions of arms and the color of the 
lights the same and do they have the same meaning as 
those of the high home signal? 

A. 

Q. Under what conditions are the bracket signals 
used? 

A. 

Q. Can a bracket signal be used in connection 
with either a home or distant signal? 

A. 

Q. When a bracket signal is located to the right 
of the track, showing a semaphore arm in connection 
with one stub post, what track does the semaphore 
arm govern? 

A. 


318 EXAMINATION QUESTIONS—SIGNALS. 


Q. If the bracket has two stubs, what track does 
the semaphore govern? 

A. 

O. Does the number of stub posts represent the 
number of tracks between the main post and the track 
that the semaphore arm governs? 

A. 

O. When a bracket contains two semaphore arms, 
does the semaphore arm to the right govern the right 
hand track, and does each stub represent a track be¬ 
tween the track governed by the right-hand sema¬ 
phore and the one governed by the left-hand sema¬ 
phore ? 

A. 

Q. What is the color of the lights used on stub 
posts? 

A. 

LOCATION OF SIGNALS . 

Q. What is the location of interlocking signals? 

a. • - it 

Q. What is the exception? 

A. 

Q. What is the location of the home signal with 
reference to the derail it governs? 

A. 

O. AYhat is its location with reference to the in¬ 
terlocked crossings? 

A. 

Q. \\ hat is the location of the distant signal with 
reference to the home signal? 

A. 


EXAMINATION QUESTIONS—SIGNALS. 319 

Q. What is the location of a dwarf signal with 
reference to the derail it governs? 

A. 

INTERLOCKING PLANT—RULES. 

1 

Q. Unless otherwise provided for, does interlock¬ 
ing signals affect the rights of trains under time-table 
or train rules, or do they dispense with the use or ob¬ 
servance of other signals whenever they may be re¬ 
quired ? 

A. 

O. How should all trains approach interlocking 
plants ? 

A. 

Q. Can a train or engine pass beyond a signal 
indicating “stop?” 

A. 

Q. If, after accepting a “clear” signal, it is 
changed to a “stop” signal before the train reaches 
the signal, what are the duties of the engine and train 
men ? 

A. 

Q. To whom should such occurrences be re¬ 
ported ? 

A. 

Q. Should “clear” hand signals be accepted as 
against fixed signals until you are fully satisfied with 
the conditions and know that you are protected? 

A. 

Q. When fixed signals are in operation, should 
“clear” hand signals be given or accepted? 


320 EXAMINATION QUESTIONS—SIGNALS. 


Q. If a train has parted on approaching an inter¬ 
locking plant, what whistle signal must be given? 

A. 

Q. When aii engineman receives a train parted 
signal from the signalman, what response must be 
made ? 

A. 

O. Should any unusual detention at interlocking 
plants be reported to the Train Master? 

A. 

Q. Should trains or engines that have stopped 
when making movements through interlocking plants, 
be moved in either direction until after having re¬ 
ceived a signal from the signalman? 

A. 

Q. Should flying switches be made over inter¬ 
locking switches? 

A. 

Q. Should any train or portion of a train be al¬ 
lowed to stand within the stop signal limits for an 
unreasonable length of time? 

A. 

Q. What action should be taken in the absence 
of a fixed signal or a partially or imperfectly dis¬ 
played signal? 

A. 

Q. Are all train movements at interlocking plants 
entirely under the control of the signalman? 

A. 

Q. What is the maximum speed allowed when 
making movements within the limits of an interlock¬ 
ing plant or when passing into a siding? 


EXAMINATION QUESTIONS—SIGNALS. 321 

/ 

A. 

Q. Should a signal be given for each train move¬ 
ment made within the limits of an interlocking plant? 

A. 

Q. What is the normal indication of home 
signals? 

A. 

O. What is the normal indication of distant 
signals? 

A. 

21 




TRAIN ORDER-EXAMINATION 

QUESTIONS 


TO BE ANSWERED IN WRITING IN THE SPACE MARKED “A." 

EXAMPLES. 

Order No. i. “No. 2, engine 500, will meet No. 
1, engine 50/, at ‘C.’ ” 

Q. What would you do if on No. 2? What would 
you do if on No. 1? 

A. 

O. If No. 1 arrived carrying signals and you were 
on No. 2, what would you do? 

A. 

Order No. 2. “No. 2, engine 500 will take siding 
and will meet No. engine 301 at ‘B.’ ” 

O. What would you do if on No. 2? 

A. 

O. What would you do if on No. 1? 

A. ‘ * ;’g 

Order No. 3. “No. 1, engine 500 will meet 1st 
A r o. 22, engine 7 00 at ( B/ 2d No. 22, engine 
507, at ‘C,’ and extra 713 at ‘D.’” 

0 . If on No. 1, what would you do? 

A. 

O. If on 1st or 2d No. 22 or on extra 715, what 
would you do? 

A. 

Order No. 4. “No. 1, engine 300, will meet 2d No. 
22, engine 703, at ‘D’ instead of ‘C! ” 

322 



TRAIN ORDER—EXAMINATION. 


323 


Q. If on No. 1, where would you meet 2d No. 22? 
A. 

Order No. 5. When No. 1 reaches “D” he re¬ 
ceives the following order: “Order No. 3 is an¬ 
nulled.” 

Q. Where would No. 1 meet 2d No. 22? 

A. 

Q. What would No. 1 do with regard to extra 715? 

A. 

Order No. 6. “Passenger Special 430 east will 
meet extra 715 west at ‘C.’ ” 

Q. What would you do if on special 450? 

A. 

Q. What would you do if on extra 715? 

A. * 

Order No. 7. “Order No. 6 is annulled.” 

Q. What would you do if on passenger special 
or extra? 

A. 

Order No. 8. “Extra 7/5 west 'will meet extra 
y20 east at ‘D/ ” 

Q. Which train will take siding? 

A. 

Order No. 9. “Extra 7/5 east will pass No. 22, 
engine 700 at ‘C.’ ” 

Q. What would you do if on No. 22? 

A. 

Q.^ What would you do if on extra 715? 

A.* 

Order No. 10. “Extra 7/5 will pass No. 22, en¬ 
gine 700, when overtaken 
Q. What would you do if on No. 22? 

A. 


324 


TRAIN ORDER—EXAMINATION. 


Q. What would you do if on No. 715? 

A. 

Order No. 11. “Extra 7/5 cast will run ahead of 
No. 22, engine 700, ‘E’ to ‘B.’ ” 

Q. What would you do if on extra 715? 

A. 

O. What would you do if on No. 22? 

A. 

Order No. 12. “No. 42, engine 715, will pass 1st 
No. 22, engine 700 , at ‘D’ and run ahead of 
No. 2, engine goo, ‘D' to ‘B ” 

O. What would you do if on No. 42? 

A. 

/ 

O. What would you do if on 1st No. 22? 

A. 

O. What would you do if on No. 2? 

A. 

Q. Under order No. 12, should No. 2 exceed the 
speed of No. 42 between the designated points? 

A. 

Order No. 13. "No. 22, engine 700, has right 
over A 1 0. 1, engine goo, ‘E’ to ‘B; ” 

Q. What would you do if on No. 1 ? 

A. 

O. What would you do if on No. 22? 

A. 

O. What right does this order give No. 22 over 
No. 1 and how far? 

A. 

O. Under what circumstances could No. 1 pass 
“B” and make stations “C” and “D” against No. 22? 

A. 


TRAIN ORDER—EXAMINATION. 


325 


Q. If No. 22 should meet No. 1 between “E” and 
“B,” which train must take siding? 

A. 

Q. What is the duty of the conductor of No. 1 if 
his train meets No. 22 at “C” or “D” or west of “E”? 

A. 

Order No. 14. “Extra 713 west has right over No. 
22, engine 702, ‘A’ to ‘D.’ ” 

Q. What would you do if on No. 22? 

A. 

Order No. 13. (If Order No. 14 was modified to 
read as follows ); “Extra 715 west has right 
over No. 22, engine 70 ‘A to ‘D' and will wait 
at A until 8:15 a. m. } ‘B’ until 8:30 a, m., ‘C 
until 9 a. m., for No. 22, engine 702 

Q. What would you do if on extra 715? 

A. 

Q. What would you do if on No. 22? 

A. 

Q. What time would you clear the schedule of 
extra 715 at “C,” “B” and “A”? 

A. 

Order No. 16. “Work extra 713 has right over all 
trains between ‘B’ and ‘D’ from 1:30 p. m. to 
5:30 p. m.” 

Q. What would you do if on the work extra? 

A. 

Q. What would you do if on any other train? 

A. 

Order No. 17. “Regular trains have right over 
No. 2, engine 430 , between ‘E’ and ‘A / ” 

Q. What would vou do if on No. 2 J . 

A. 


326 


TRAIN ORDER—EXAMINATION. 


O. What would you do if on other regular trains? 

A. 

Order No. 18. “No. 2, engine 450, zifill run thirty 
minutes late ‘E’ to ( B/ ” 

O. If on No. 2 how would you run from “E” to 
“B”? 

A. 

O. If on No. 2 would order No. 18 affect your 
schedule leaving time at “B” ? 

A. 

O. If on a west bound train would order No. 18 
give you any right except time-card schedule between 
“A” and “B”? 

A. 

O. If on a west bound train how would order No. 
18 affect you between “B” and “E”? 

A. 

Order No. 19. “No. 2 will run fifty minutes late 
( E’ to ( D/ forty minutes late 'D' to ‘Cand 
thirty minutes late ‘C’ to ‘A; ” 

O. If you were on No. 2 how much later than 
your schedule would vou run “E” to “D?” 

A. 

O. How much later than your schedule would 
you run from “D" to “C" and how much later from 
“C” to “A”? 

A. 

O. What time would vou leave “A”? 

j 

A. 

O. If on an opposing train how would you run 
with respect to the regular schedule of No. 2 from “A” 
to “C”? 

A. 


TRAIN ORDER—EXAMINATION. 


327 


Q. How would you run from “C” to “D” and 
from “D” to “E”? 

Order No. 20. “No. 2, engine 450, will wait at 
‘C until 11:30 a. m,, for No. 21, engine 7 30 A 
Q. If on No. 2 how long will you wait at “C"? 

A. 

Q. If on No. 21 what time must you clear the main 
track at “C”? 

A. 

Q. At what time must you clear the main track at 
“B” and “A”? 

A. 

Order No. 21. “Engines 688, 689 and 690 will 

run as 1st, 2d and 3d No. 21 ‘A' to ( E. J ” 

Q. Under this order which engines will display 
signals ? 

A. 

Order No. 22. “Engine 688 is annulled as 1st 

No. 21 from ‘C / Following sections will 

change numbers accordingly A 
Q. As what section would engine 689 leave “C”? 
Engine 690 leaving “C”? 

A. 

Order No. 23. “Engine 83 will display signals 
and run as 2d No. 1 ‘A p to ‘Z.’ Following sec¬ 
tions change numbers accordingly.' 

O. If you were on engine 85, what would you do? 
A. 

Q. If you were on a following section, what would 
you do? 

A. 


TRAIN ORDER—EXAMINATION. 



Order No. 24. “Eng. 85 is withdrawn as 2d No. 
1 at ‘H.’ Following sections unit change num¬ 
bers accordingly 

Q. If you were on engine 85, what would you do? 
A. 

♦ Order No. 25. “Eng. 18 instead of eng. 85 will 
display signals and run as 2d No. 1 ‘R' to ‘Z / v 
Q. If you were on engine 85, what would you do? 
A. 

Q. If you were on engine 18. what would you do? 
A. 

Order No. 26. “2d No. 1 take down signals at 

( d: ” 

Q. If you were on 2d No. 1 what would you do? 
A. 

O. If you were on a following section could you 
proceed beyond “D”? 

A. 

Order No. 27. ‘‘Engs. 99 and 25 will reverse 
positions as 2d and yd No. 1 ‘H’ to ‘Z.’ ” 

Q. What will you do if on engine 99? 

A. 

Q. If on engine 25 what will you do? 

A. 

Q. Under this order will it be necessary to change 
signals? 

A. 

Order No. 28. “Eng. 369 zvill run extra ‘A’ to 
c E /” 

Q. How would you run with respect to scheduled 
trains? 

A. 


TRAIN ORDER—EXAMINATION. 


329 


Q. How would you run with respect to other 
extra trains? 

A. 

Q. If you received this order at a non-register 
station what precaution must be taken before starting? 

A. 

Order No. 29. “Eng 500 will run extra ‘A’ to 
( C and return to ( B/ ” 

Q. How would you run with respect to regular 
trains? 

A. 

Q. If you should receive this order at a non-regis¬ 
ter station what precaution must be taken before 
starting? 

A. 

Order No. go. “Eng. 450 will run extra, leaving 
‘A’ on Thursday, Feb. iyth, as follows, with 
right over all trains: 

A” . 11:30 p. m. 

“B” . 11:55 p. m. 

“C” . 12:15 p. m. 

Arrive “D” . 1:05 a. m. 

Q. If you received this order how would you run 
with respect to other trains? 

A. 

O. If you were on a 1st, 2d, 3d or an inferior class 
train and received this order, how would you run with 
respect to engine 450? 

A. 

Q. What is your understanding as to clearing the 
schedule of engine 450? 

A. 






330 


TRAIN ORDER—EXAMINATION. 


Q. Can this form of an order be given specifying 
the right over only certain trains or certain classes 
of trains? 

A. 

Order No. 31. “Eng. 292 zvorks 7 a. in. to 6 p. m. 
between ‘D’ and e E / ” 

Q. With this order what would you do with re¬ 
spect to regulai trains? 

A. 

Order No. 32. “Work extra 232 will run ‘A’ to 
‘B’ and work 7 a. in. to 6 p. in. between ‘B’ and 

c c: ” 

O. With this order what would you do with re- 
spect to regular trains? 

A. 

Order No. 33. “Work extra 292 zvill work 7 a. 

in. to 6 p. in. between ‘B’ and ‘C and will keep 
clear of extra 230 west after 2 p. in.” 

Q. If you were on work extra 292 what would 
you do? 

A. 

Q. If on extra 230 what would you do with re¬ 
spect to this order? 

A. 

Order No. 34. “Work extra 292 will work 7 a. in. 
to 6 p. 111. bctzveen 'B' and 'Cf protecting itself.” 
O. With order No. 34 are you expected to protect 
against all trains or only regular trains? 

A. 

Order No. 33. “Extra 230 will protect against 

work extra 292 bctzveen ( B' and ‘C! 

Q. If on extra 230, what would you do? 

A. 


TRAIN ORDER—EXAMINATION. 


33 1 


Q. Are work trains required to allow extra trains 
to pass when met or overtaken? 

A. 

Q. Do you understand that when an extra is 
given orders to run over working limits, that it must 
at the same time be given a copy of the order sent 
to the work train? 

A. 

Order No. 36. '‘Hold No. 2, eng. 500, at ‘D' " 

Q. To whom must this order be addressed? 

A. 

Q. How must it be acknowledged? 

A. 

Q. How must it be respected by conductors and 
enginemen ? 

A. 

Q. When a train is so held, what is required be¬ 
fore the train can proceed? 

A. 

Q. Do you understand that this order will only 
be used when necessary to hold trains until orders 
can be given or in case of emergency? 

A. 

Order No. 3/. “No. 96 of April 10th is annulled 
‘A’ to ‘H.’” 

O. How does the above order affect No. 96? 

A. 

O. Can No. 96 of that date be restored between 
the points named under its original number? 

A. 

Order No. 38. “Train No. 22, due to leave ‘C 
Monday, March 6th, is annulled 'C to 'A.' " 


TRAIN ORDER—EXAMINATION. 


33 ^ 


Q. Under order No. 38 if you were on a west¬ 
bound train how would you regard train No. 22 be¬ 
tween “A” and “C” ? 

A. 

Q. How would vou regard No. 22 between “C” 
and “E”? 

A. 

Order No. 39. "Order No. 32 is annulled.'' 

Q. Can an order that has been annulled be re- 
issued under its original number? 

A. 

Order No. 40. “That part.of Order A J o. 3 reading 
No. 1, eng. 500, zvill meet extra 7/5 east at ‘D’ 
is annulled 

O. If on No. 1, what would you do? 

A. 

Q. If on extra 715, what would you do? 

A. 

O. How does this order affect the balance of or- 
der No. 3 ? 

A. 

O. Can any order or part of an order that has 
been superseded be reissued under its original num¬ 
ber? 

A. 


* 


Index 


A 

Adjusting piston travel .•. 144 

Adding cars to train. 26 

Air Brake instructions .127-157 

Questions and Answers . 257-310 

Tests. 135 

Equipment (freight) . 131 

Equipment (passenger) . 132 

Air Signal .:.192-199 

Announcements in Parlor and Sleeping cars. 21 

Announcing Stations . 21 

Approaching Stations . 16 

Approaching Tunnels . 22 

Audible Signals . 54 

Automatic Applications . 155 

Automatic Slack Adjuster .204-208 

Auxiliary Reservoir . 147 

Effects of leaks in . 147 

Charging. 134 

B 

Backing train on main track. 13 

Baker Heater . 28 

Before leaving terminals . 33 

Beginning and ending of pressures. 129 

Block Signal System (Telegraph) . 61 

Block Signal Rules . 62 

Blue Signals. 52 

Book of Rules . 8 

Brake Pipe leaks . 139 

Brake Pipe Pressure . 130 

Braking power . 131 

Brakes leaking off . 154 

Brakemen’s stations .. 8. 

Broken graduating spring . 146^ 

Broken graduating pin . 147' 

Bulletins and Special orders . 33 

C 

Cars set on sidings . 143 

Cars in unsafe condition. 40 

Car Discharge Valve . 196 

Carrying passengers on freight trains. 41 

Caution Signals . 52 

Check Valve leaks . 155. 


333 











































INDEX. 


Common defects. 10 

Combined Green and White Signals . 51 

Coaches placed on sidings . 26 

Coach doors not to be fastened. 27 

Color Indications . 51 

Combined freight car Cylinder and Reservoir.200-203 

Coupling Air Hose . 134 

D 

Danger in Auxiliary and Brake Cylinder leaks. 148 

Day and Night Signals. 50 

Defects of the Train Air Signal system. 197 

Brake Cylinder.* . 203 

High Speed Reducing Valve. 224 

Retaining Valve . 211 

New York Triple Valve . 240 

New York Air Signal system. 254 

Westinghouse Triple Valve. 167 

Defective Triple Valve . 139 

Brake Pipe (freight) . 141 

Brake Pipe (passenger) . 141 

Equipment. 17 • 

Definitions of Signals. 50-60 

Definitions of Block Signals . 65 

Definition of the Air Brake. 127 

Delays to train. 35 

Disorderly or intoxicated passengers. 46 

Distinguishing leaks . 155 

Distant Signals . 58 

Duties of Conductors. 32-49 

Dwarf Signals . 59 

E 

Emergency applications . 151 

Not to be made when testing brakes. 137 

Emergency Application (Westinghouse) . 164 

Emergency Application (New York) . 233 

Equalization of pressures . 130 

Examination Questions—Block and Interlocking Signals.. 311-321 
Examination Questions and Answers—Train Rules and 

Orders . 95-126 

Excess pressure . 130 

F 

Failure of Brakes to release . 153 

Failure of Auxiliary Reservoir to charge. 135 

Fixed Signals . 58 

Flagging following trains . 12 

Freight Conductors. 33 


334 











































INDEX. 


Frozen Coupling's . 15 

Fusees. 52 

G 

General Information—High Speed Brake. 225 

Good judgment and courtesy . 49 

Green Signals . 51 

Green and Red Signals. 51 

H 

Hand, Flag and Lamp Signals. 53 

Handling live stock . 42 

Head Brakeman. g 

High Speed Brake (Westinghouse).217-226 

High and Low Pressure Retaining Valve. 212 

Home Signal . 58 

How to distinguish leaks. 168 

I 

Inspection of running board and ladders. 15 

Instructions to Trainmen . 7-19 

Interlocking appliances . 58 

Interlocking Plant . 58 

Interlocking Signals . 58 

L 

Leakage Grooves . 149 

Lighted Red Fusee. 12 

Lighted Green Fusee. 12 

Locating defective Triples by sectional tests. 140 

M 

Making up trains . 146 

Mannerly to passengers . 24 

Markers. . .. 56 

N 

New type of Westinghouse Triple Valve. 170 

New York passenger Triple Valve, Style “S”. 237 

Quick Acting Triple Valve.227-244 

High Speed Brake Compensating Valve. 245-250 

Train Air Signal system . 251-256 

Number of air cars in train. 143 

Number of Applications . 151 

O 

Obstructing highway crossings . 11 

Over reductions .. 150 

335 




































INDEX. 


P 

Passenger Brakemen . 20-27 

Conductors. 43-49 

Cars in freight trains. 15 

Passing through stations. 2 6 

Passengers not allowed in Baggage cars. 45 

Personal injury . 39 

Persons allowed on freight trains. 16 

Position of Angle Cocks. 133 

Position of Cut-Out Cocks. 133 

Pot Signals . 59 

Pressure Retaining Valves ..209-215 

Protecting against accidents. 37 

Protecting Train . 42 

Purpose of Triple Piston, Slide and Graduating Valve. 166 

R 

Reading Bulletins . 7 

Reading Train Orders . 11 

Rear Brakeman . 7 

Releasing air before making flying switches. 143 

Relieved during trip . 35 

Responsibility. 32 

Releasing Brakes . 152 

Releasing Brakes Before uncoupling. 154 

Removing brasses . 9 

Red Signals .. 51 

Reductions and Applications . 149 

Running Tests. 138 

S 

Safety in switching coaches. 26 

Service applications with High Speed pressure. 151 

Setting out, or adding Coaches. 49 

Setting out Freight cars . 36 

Setting Hand, Brakes . 12 

Setting Hand Brakes on trains having part air brakes.... 15 

Shape and color of Home and Distant Signals. 60 

Signal Arm . 59 

Signal Appliances. 50 

Signal Disk . 60 

Signal Mast. 59 

Signals used in automatic blocking. 66 

Signals not clearly understood. 12 

Source of air to Brake Cylinders. 131 

Standard Signals. 69-93 

Steam Heating. 39 

Steam Whistle Signals. 54 


336 














































FEB 14 1910 








✓ 




$ 





y 













* 






» 

















One copy del. to Cat. Div. 






































































































































